Flight control method and device, aircraft and storage medium

Abstract

The embodiment of the invention relates to the field of flight control, and provides a flight control method and device, an aircraft and a storage medium, and the flight control method comprises the steps: obtaining a current working mode of the aircraft; determining a corresponding target measurement strategy according to the current working mode of the aircraft; measuring the distance between the aircraft in the preset direction and the target object according to the target measurement strategy; and controlling the aircraft to fly according to the distance between the aircraft in the preset direction and the target object. The flight control method can reduce the probability of collision between the aircraft and the obstacle and improve the flight safety of the aircraft.

Description

Technical Field

[0001] The present application relates to the technical field of flight control, and in particular to a flight control method, device, aircraft and storage medium. Background Art

[0002] With the rapid development of my country's aircraft manufacturing industry, aircraft are growing rapidly in the fields of aerial survey, power line inspection, natural gas (oil) pipeline inspection, forest fire prevention, disaster relief, smart cities, etc. The safety of aircraft is particularly important. During the flight, the aircraft will obtain the altitude of the aircraft, and then control the flight according to the acquired altitude. At present, radar devices are mainly used to measure the distance between aircraft and objects, but in some scenarios, the distance measured by radar devices is inaccurate, the probability of collision between aircraft and obstacles is high, the risk of explosion is high, and the flight safety of aircraft cannot be guaranteed. Summary of the invention

[0003] Based on this, the embodiments of the present application provide a flight control method, device, aircraft and storage medium, which aim to reduce the probability of collision between the aircraft and obstacles and improve the flight safety of the aircraft.

[0004] In a first aspect, an embodiment of the present application provides a flight control method, including:

[0005] Acquiring a current operating mode of the aircraft, the operating mode of the aircraft including a first operating mode and a second operating mode, the flight state and / or flight environment of the aircraft in the first operating mode being different from the flight state and / or flight environment of the aircraft in the second operating mode;

[0006] Determine a corresponding target measurement strategy according to a current working mode of the aircraft, the target measurement strategy comprising a first target measurement strategy and a second target measurement strategy, wherein the first target measurement strategy has more measurement methods than the second target measurement strategy, and when the aircraft is in the first working mode, the first target measurement strategy is selected, and when the aircraft is in the second working mode, the second target measurement strategy is selected;

[0007] According to the target measurement strategy, measuring the distance between the aircraft and the target object in a preset direction; and

[0008] The aircraft is controlled to fly according to the distance between the aircraft and the target object in the preset direction.

[0009] The flight control method provided in the first aspect can greatly reduce the probability of collision between the aircraft and obstacles, thereby greatly improving the flight safety of the aircraft, by adopting corresponding target measurement strategies in different working modes of the aircraft, measuring the distance between the aircraft and the target object in a preset direction, and controlling the aircraft to fly according to the distance between the aircraft and the target object in the preset direction.

[0010] In a second aspect, an embodiment of the present application further provides a flight control method, including:

[0011] Get the current flight altitude of the aircraft;

[0012] When the current flight altitude of the aircraft is less than or equal to a first altitude threshold, determining the flight altitude of the aircraft according to a real-time local elevation map of the environment in which the aircraft is located;

[0013] When the current flight altitude of the aircraft is greater than the first altitude threshold and less than or equal to the second altitude threshold, determining the flight altitude of the aircraft according to a real-time local elevation map of the environment in which the aircraft is located and data collected in real time by a depth sensor of the aircraft;

[0014] When the current flight altitude of the aircraft is greater than the second altitude threshold, determining the flight altitude of the aircraft according to data collected in real time by the depth sensor of the aircraft;

[0015] The aircraft is controlled to fly according to the flight altitude.

[0016] The flight control method provided in the second aspect realizes an altitude setting strategy that adaptively matches the aircraft's current flight altitude, and can more accurately determine the aircraft's flight altitude. In this way, the aircraft's flight can be controlled according to the accurate flight altitude, which can greatly improve the aircraft's flight safety.

[0017] In a third aspect, an embodiment of the present application further provides a flight control device, comprising a processor and a memory, wherein the memory is used to store a computer program, and the processor is used to execute the computer program and implement the flight control method as described in the first aspect or the second aspect when executing the computer program.

[0018] In a fourth aspect, an embodiment of the present application further provides an aircraft, including:

[0019] Body;

[0020] A depth sensor, disposed on the body, for realizing distance measurement of the aircraft;

[0021] A power system, provided in the body, for providing flight power for the aircraft;

[0022] A flight control device is provided on the aircraft body and is used to implement the flight control method as described in the first aspect or the second aspect.

[0023] In the fifth aspect, an embodiment of the present application also provides a storage medium for computer-readable storage, wherein the storage medium stores one or more programs, and the one or more programs can be executed by one or more processors to implement the flight control method as described in the first aspect or the second aspect.

[0024] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0026] Figure 1 is a schematic diagram of the structure of an aircraft implementing the flight control method provided in an embodiment of the present application;

[0027] Figure 2 is a schematic flow chart of the steps of a flight control method provided by an embodiment of the present application;

[0028] Figure 3 is a schematic flow chart of steps of another flight control method provided by an embodiment of the present application;

[0029] Figure 4 is a schematic diagram of the steps of another flight control method provided by an embodiment of the present application;

[0030] Figure 5 is a schematic diagram of the steps of another flight control method provided by an embodiment of the present application;

[0031] Figure 6 is a schematic diagram of the steps of another flight control method provided by an embodiment of the present application;

[0032] Figure 7 is a schematic block diagram of the structure of a flight control device provided in an embodiment of the present application;

[0033] Figure 8 It is a schematic block diagram of the structure of an aircraft provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0035] The flowcharts shown in the accompanying drawings are only examples and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps may also be decomposed, combined or partially merged, so the actual execution order may change according to actual conditions.

[0036] It should be understood that the terms used in this application specification are only for the purpose of describing specific embodiments and are not intended to limit the application. As used in this application specification and the appended claims, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to include plural forms.

[0037] With the rapid development of my country's aircraft manufacturing industry, aircraft are growing rapidly in the fields of aerial survey, power line inspection, natural gas (oil) pipeline inspection, forest fire prevention, disaster relief, smart cities, etc. The safety of aircraft is particularly important. During the flight, the aircraft will obtain the altitude of the aircraft, and then control the flight according to the acquired altitude. At present, radar devices are mainly used to measure the distance between aircraft and objects, but in some scenarios, the distance measured by radar devices is inaccurate, the probability of collision between aircraft and obstacles is high, the risk of explosion is high, and the flight safety of aircraft cannot be guaranteed.

[0038] To solve the above problems, the embodiments of the present application provide a flight control method, device, aircraft and storage medium. By adopting corresponding target measurement strategies in different working modes of the aircraft, measuring the distance between the aircraft and the target object in a preset direction, and controlling the aircraft to fly according to the distance between the aircraft and the target object in the preset direction, the probability of collision between the aircraft and obstacles can be greatly reduced, thereby greatly improving the flight safety of the aircraft.

[0039] In conjunction with the accompanying drawings, some embodiments of the present application are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0040] See also Figure 1 , Figure 1 It is a structural schematic diagram of an aircraft that implements the flight control method provided in an embodiment of the present application.

[0041] like Figure 1As shown, the aircraft 100 includes a body 110, a power system 120, a depth sensor 130 and a flight control device ( Figure 1 The power system 120 is provided in the body 110 for providing flight power for the aircraft 100. The depth sensor 130 is provided in the body 110 for realizing ranging of the aircraft 100. The depth sensor 130 may include at least one of a distance sensor, a vision module and a radar device. The distance sensor may be a TOF (Time of Flight, TOF) ranging sensor, the vision module may be a monocular vision module or a multi-eye vision module, and the radar device may include at least one of a laser radar and a millimeter wave radar.

[0042] The power system 120 may include one or more propellers 121, one or more motors 122 corresponding to the one or more propellers, and one or more electronic speed regulators (hereinafter referred to as electronic speed regulators). The motor 122 is connected between the electronic speed regulator and the propeller 121, and the motor 122 and the propeller 121 are arranged on the body 110 of the aircraft 100; the electronic speed regulator is used to receive the driving signal generated by the control device, and provide the driving current to the motor 122 according to the driving signal to control the speed of the motor 122. The motor 122 is used to drive the propeller 121 to rotate, thereby providing the aircraft 100 with flight power, which enables the aircraft 100 to achieve one or more degrees of freedom. In some embodiments, the aircraft 100 can rotate around one or more rotation axes. For example, the above-mentioned rotation axes may include a roll axis, a yaw axis, and a pitch axis. It should be understood that the motor 122 may be a DC motor or an AC motor. In addition, the motor 122 may be a brushless motor or a brushed motor.

[0043] The aircraft 100 may also include a sensor system ( Figure 1 (not shown in the figure). The sensing system is used to measure the attitude information of the aircraft, that is, the position information and state information of the aircraft 100 in space, such as three-dimensional position, three-dimensional angle, three-dimensional velocity, three-dimensional acceleration and three-dimensional angular velocity. The sensing system may include, for example, at least one of sensors such as a gyroscope, an ultrasonic sensor, an electronic compass, an inertial measurement unit (IMU), a visual sensor, a global navigation satellite system and a barometer. For example, the global navigation satellite system may be a global positioning system (GPS). The flight control device is used to control the flight of the aircraft 100. For example, the flight of the aircraft 100 may be controlled according to the attitude information measured by the sensing system. It should be understood that the flight control device may control the aircraft 100 according to pre-programmed instructions.

[0044] In some embodiments, the flight control device is used to obtain the current working mode of the aircraft 100; determine the corresponding target measurement strategy according to the current working mode of the aircraft 100; measure the distance between the aircraft 100 and the target object in a preset direction according to the target measurement strategy; and control the aircraft 100 to fly according to the distance between the aircraft 100 and the target object in the preset direction. In this way, the probability of the aircraft colliding with obstacles can be greatly reduced, and the flight safety of the aircraft can be greatly improved.

[0045] In some embodiments, the flight control device is also used to obtain the current flight altitude of the aircraft 100; when the current flight altitude of the aircraft 100 is less than or equal to the first altitude threshold, the flight altitude of the aircraft 100 is determined according to the real-time local elevation map of the environment in which the aircraft is located; when the current flight altitude of the aircraft 100 is greater than the first altitude threshold and less than or equal to the second altitude threshold, the flight altitude of the aircraft 100 is determined according to the real-time local elevation map of the environment in which the aircraft 100 is located and the data collected in real time by the depth sensor 130 of the aircraft 100; when the current flight altitude of the aircraft 100 is greater than the second altitude threshold, the flight altitude of the aircraft 100 is determined according to the data collected in real time by the depth sensor 130 of the aircraft 100; and the aircraft 100 is controlled to fly according to the flight altitude. In this way, the altitude setting strategy of the aircraft is adaptively matched based on the current flight altitude of the aircraft, and the flight altitude of the aircraft can be determined more accurately. In this way, the flight safety of the aircraft can be greatly improved by controlling the aircraft to fly according to the accurate flight altitude.

[0046] Among them, the aircraft 100 includes unmanned aerial vehicles and manned aerial vehicles, etc. The unmanned aerial vehicles include rotor-type unmanned aerial vehicles, such as quad-rotor unmanned aerial vehicles, hexacopter unmanned aerial vehicles, octo-rotor unmanned aerial vehicles, and can also be fixed-wing unmanned aerial vehicles, or a combination of rotor-type and fixed-wing unmanned aerial vehicles, which are not specifically limited here.

[0047] The following will be combined Figure 1 The flight control method provided by the embodiment of the present application is described in detail. Figure 1 The aircraft is only used to explain the flight control method provided in the embodiment of the present application, but does not constitute a limitation on the application scenario of the flight control method provided in the embodiment of the present application.

[0048] See also Figure 2 , Figure 2 The present invention provides a flowchart of a flight control method according to an embodiment of the present invention. The flight control method is applied to an aircraft to improve the flight safety of the aircraft.

[0049] like Figure 2As shown, the flight control method includes steps S101 to S104.

[0050] Step S101: Obtain the current working mode of the aircraft.

[0051] In this embodiment, the current working mode of the aircraft is the working mode that the aircraft is in at the current moment. It is understandable that the working mode of the aircraft can be manually switched by the user through a remote control device that is connected to the aircraft in communication, or can be automatically switched according to the flight state and / or flight environment of the aircraft, and this embodiment of the application does not specifically limit this.

[0052] In some embodiments, the working mode of the aircraft includes a first working mode and a second working mode, and the flight state and / or flight environment of the aircraft in the first working mode is different from the flight state and / or flight environment in the second working mode. Among them, the flight state refers to the working state of the aircraft itself, such as take-off state, landing state, endurance state, operation state, etc., and the flight environment represents the surrounding environment of the aircraft, such as geographical environment, light intensity, weather conditions, etc. The aircraft adopts different working modes in different flight states and / or flight environments, so that the aircraft can better adapt to its own flight state and / or flight environment for flight, which greatly improves the flight safety of the aircraft.

[0053] Exemplarily, the flight state of the aircraft in the first working mode is different from the flight state of the aircraft in the second working mode. Alternatively, the flight environment of the aircraft in the first working mode is different from the flight environment of the aircraft in the second working mode. Alternatively, the flight state of the aircraft in the first working mode is different from the flight state of the aircraft in the second working mode, and the flight environment of the aircraft in the first working mode is also different from the flight environment of the aircraft in the second working mode.

[0054] In some embodiments, the first working mode includes a flat land mode or a mountain mode, and the second working mode includes one of a water surface mode, a take-off mode, a landing mode, and a manual mode. The flat land mode indicates that the terrain of the environment where the aircraft is located is flat, the mountain mode indicates that the terrain of the environment where the aircraft is located is undulating, the water surface mode indicates that the environment where the aircraft is located is above the water surface, the take-off mode indicates that the aircraft is in a take-off state, the landing mode indicates that the aircraft is in a landing state, and the manual mode indicates that the aircraft is in a flight state manually controlled by the user.

[0055] In some embodiments, the first working mode includes one of a flat ground mode, a mountain mode, a cruising descent mode, and a manual enhancement mode, and the second working mode includes one of a water surface mode, a take-off mode, a landing mode, a manual mode, and a cruising flight mode. Among them, the cruising flight mode represents that the aircraft is in a state of flying to the first operating point in the operating area, the cruising descent mode represents that the aircraft is in a state of descending from the first operating point in the operating area to the first operating point, and the manual enhancement mode represents that the aircraft is in a flight state that is mainly controlled manually by the user, but the preset parameters of the aircraft are not manually controlled by the user. The preset parameters can be set based on actual conditions, and the embodiments of the present application do not specifically limit this. For example, the preset parameters may include at least one of the flight speed, spraying amount, and operating altitude of the aircraft.

[0056] Step S102: Determine a corresponding target measurement strategy according to the current working mode of the aircraft.

[0057] In this embodiment, the corresponding target measurement strategy can be determined according to the current working mode of the aircraft. Exemplarily, in some embodiments, the mapping relationship table between the pre-stored working mode and the measurement strategy can be queried to obtain the measurement strategy corresponding to the current working mode of the aircraft, and the measurement strategy corresponding to the current working mode of the aircraft is determined as the target measurement strategy. It is understandable that there are many ways to determine the target measurement strategy according to the working mode, and the embodiment of the present application does not specifically limit this.

[0058] In some embodiments, the target measurement strategy includes a first target measurement strategy and a second target measurement strategy, wherein the first target measurement strategy has more measurement methods than the second target measurement strategy, and the aircraft selects the first target measurement strategy when in the first working mode, and selects the second target measurement strategy when in the second working mode.

[0059] In some embodiments, different measurement methods use different data sources. For example, the data source used by the measurement method using radar is the point cloud data collected by the radar, the data source used by the measurement method using a visual sensor is the image data collected by the visual sensor, and the data source used by the measurement method using radar and visual sensor is the fusion of the point cloud data collected by the radar and the image data collected by the visual sensor. Since different measurement methods have different accuracies under the same measurement conditions, the present embodiment can greatly improve the measurement accuracy by selecting the corresponding measurement method and data source according to different conditions, which can ensure that the distance between the aircraft and the object in the preset direction is accurate, so that the aircraft can be safely controlled to fly, greatly improving the safety of the aircraft.

[0060] In some embodiments, the first target measurement strategy includes at least one of a first target measurement method, a second target measurement method, and a third target measurement method, and the data source used by the first target measurement method, the data source used by the second target measurement method, and the data source used by the third target measurement method respectively include a fusion of the real-time local elevation map of the environment where the aircraft is located and the data measured in real time by the depth sensor of the aircraft, and a different one of the real-time local elevation map of the environment where the aircraft is located and the data measured in real time by the depth sensor of the aircraft. Among them, the real-time local elevation map of the environment where the aircraft is located is used to characterize the elevation information of objects in the surrounding environment where the real-time position of the aircraft is located and the height of the aircraft relative to the objects in the environment.

[0061] For example, the data source used by the first target measurement method is the real-time local elevation map of the environment in which the aircraft is located, the data source used by the second target measurement method is the fusion of the real-time local elevation map of the environment in which the aircraft is located and the data measured in real time by the aircraft's depth sensor, and the data source used by the third target measurement method is the data measured in real time by the aircraft's depth sensor.

[0062] In some embodiments, when the aircraft is in the first working mode, the aircraft can obtain a real-time local elevation map of the environment in which the aircraft is located, and when the aircraft is in the second working mode, the aircraft cannot obtain a real-time local elevation map of the environment in which the aircraft is located. The real-time local elevation map of the environment in which the aircraft is located can be generated based on data collected in real time by the aircraft's radar device and data collected in real time by the visual sensor, or can be loaded from a remote control device or cloud connected to the aircraft in communication according to the aircraft's real-time position, and this embodiment of the application does not specifically limit this.

[0063] In some embodiments, according to the current operating mode of the aircraft, determining the corresponding target measurement strategy may include: in response to the aircraft being in a first operating mode, determining the data source adopted by the measurement method of the first target measurement strategy based on a fusion of a real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft, or at least one of the real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft; in response to the aircraft being in a second operating mode, determining the data source adopted by the measurement method of the second target measurement strategy based on data measured in real time by the depth sensor of the aircraft.

[0064] Exemplarily, in response to the aircraft being in a first operating mode, a fusion of a real-time local elevation map of the aircraft's environment and data measured in real time by the aircraft's depth sensor, or at least one of the real-time local elevation map of the aircraft's environment and data measured in real time by the aircraft's depth sensor is determined as a data source adopted by a measurement method of a first target measurement strategy; in response to the aircraft being in a second operating mode, the data measured in real time by the aircraft's depth sensor is determined as a data source adopted by a measurement method of a second target measurement strategy.

[0065] Step S103: According to the target measurement strategy, the distance between the aircraft and the target object in the preset direction is measured.

[0066] In this embodiment, the preset direction may include at least one direction of the front, back, left, right, top and bottom of the aircraft. The target object may be an obstacle or a crop, and this embodiment of the application does not specifically limit this.

[0067] In some embodiments, when the aircraft is in the first operating mode, the distance between the aircraft and the target object in a preset direction is measured according to a first target measurement strategy; when the aircraft is in the second operating mode, the distance between the aircraft and the target object in a preset direction is measured according to a second target measurement strategy.

[0068] Exemplarily, when the target measurement strategy is the first target measurement strategy, the distance between the aircraft and the target object in a preset direction is determined based on a fusion of a real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft, or at least one of the real-time local elevation map of the environment in which the aircraft is located and data measured in real time by the depth sensor of the aircraft; when the target measurement strategy is the second target measurement strategy, the distance between the aircraft and the target object in a preset direction is determined based on data measured in real time by the depth sensor of the aircraft.

[0069] In some embodiments, the preset direction is the bottom of the aircraft. According to the target measurement strategy, measuring the distance between the aircraft and the target object in the preset direction may include: when the data source used by the measurement method of the target measurement strategy is a real-time local elevation map of the environment in which the aircraft is located, obtaining a target query range that matches the current working mode of the aircraft; querying the maximum height within the target query range in the real-time local elevation map, and determining the maximum height as the target flight altitude of the aircraft. Among them, the maximum height within the target query range is the sum of the height of the highest obstacle within the target query range that will affect the flight of the aircraft and the height of the aircraft relative to the obstacle. This embodiment adaptively determines the target flight altitude of the aircraft based on the working mode of the aircraft, and the target flight altitude is the sum of the height of the highest obstacle within the target query range that will affect the flight of the aircraft and the height of the aircraft relative to the obstacle, which can ensure that the highest obstacle within the target query range will not affect the flight of the aircraft, thereby greatly improving the flight safety of the aircraft.

[0070] In some embodiments, the target query range includes query ranges corresponding to each query distance in the query distance of one or more directions of the aircraft. The query range corresponding to the query distance may be in the shape of a rectangle, a fan, or a cone. For example, the target query range that matches the current working mode of the aircraft includes a query range corresponding to the forward query distance, a query range corresponding to the backward query distance, a query range corresponding to the left query distance, and a query range corresponding to the right query distance. The forward query distance is the query distance in the direction of the nose of the aircraft, the backward query distance is the query distance in the opposite direction of the nose of the aircraft, the left query distance is the query distance in the left direction of the nose of the aircraft, and the right query distance is the query distance in the right direction of the nose of the aircraft.

[0071] In some embodiments, querying the maximum height within the target query range in the real-time local elevation map may include: obtaining a target query distance that matches the current flight speed of the aircraft; adjusting the query distance along the flight direction of the aircraft within the target query range to the target query distance; and querying the maximum height within the adjusted target query range in the real-time local elevation map. The target query distance is proportional to the flight speed, that is, the greater the flight speed, the greater the target query distance, and the smaller the flight speed, the greater the target query distance. This embodiment adaptively adjusts the query range of the aircraft in the real-time local elevation map according to the flight speed of the aircraft, so as to ensure that the aircraft has enough time to avoid obstacles when encountering obstacles, further improving the flight safety of the aircraft.

[0072] For example, the target query range matching the current working mode of the aircraft includes the forward query distance L 1Corresponding query range, backward query distance L 2 Corresponding query range, left query distance L 3 The corresponding query range and right query distance L 4 The corresponding query range. The target query distance that matches the current flight speed of the aircraft is L 5 , and the flight direction of the aircraft is the nose direction, then the forward query distance L in the target query range can be 1 Replaced by the target query distance L 5 , get the adjusted target query range, the adjusted target query range includes the target query distance L 5 Corresponding query range, backward query distance L 2 Corresponding query range, left query distance L 3 The corresponding query range and right query distance L 4 The corresponding query scope.

[0073] For example, the target query distance that matches the current flight speed of the aircraft is L 5 , and the flight direction of the aircraft is opposite to the direction of the nose, then the backward query distance L in the target query range can be 2 Replaced by the target query distance L 5 , get the adjusted target query range, the adjusted target query range includes the forward query distance L 1 Corresponding query range, target query distance L 5 Corresponding query range, left query distance L 3 The corresponding query range and right query distance L 4 The corresponding query scope.

[0074] In some embodiments, querying the maximum height within the target query range in the real-time local elevation map may include: obtaining a target query distance that matches the current flight speed of the aircraft; determining a first query range along the flight direction of the aircraft according to the target query distance, and replacing the target query range with the first query range to obtain an adjusted target query range; querying the maximum height within the adjusted target query range in the real-time local elevation map. This embodiment adaptively adjusts the query distance in the flight speed direction (the flight direction of the aircraft) based on the flight speed, and only queries the maximum height within the query range in the flight speed direction, which not only ensures that the aircraft has enough time to avoid obstacles when encountering obstacles, but also reduces the amount of calculation.

[0075] For example, the target query range includes the forward query distance L 1 The corresponding query range P 1 , backward query distance L 2 The corresponding query range P2 、Left query distance L 3 The corresponding query range P 3 and right query distance L 4 The corresponding query range P 4 , the target query distance matching the current flight speed of the aircraft is L 5 , and the flight direction of the aircraft is the direction of the aircraft's nose, then the target query distance L 5 Determine the first query range along the nose direction of the aircraft, then replace the target query range with the first query range along the nose direction of the aircraft to obtain an adjusted target query range, the adjusted target query range only includes the target query distance L 5 The corresponding first query scope.

[0076] In some embodiments, querying the maximum height within the target query range in the real-time local elevation map may include: obtaining a target query direction that matches the direction of the current flight speed of the aircraft; deleting the query range other than the target query direction in the target query range to obtain an adjusted target query range; and querying the maximum height within the adjusted target query range in the real-time local elevation map. In this embodiment, only the maximum height within the query range in the flight speed direction is queried, which can reduce the amount of calculation.

[0077] For example, the target query range includes the forward query distance L 1 The corresponding query range P 1 , backward query distance L 2 The corresponding query range P 2 、Left query distance L 3 The corresponding query range P 3 and right query distance L 4 The corresponding query range P 4 , the direction of the aircraft's current flight speed is the direction of the aircraft's nose, then delete the query range P within the target query range 2 、Query range P 3 and query range P 4 , only retain the forward query distance L 1 The corresponding query range P 1 .

[0078] In some embodiments, obtaining a target query distance that matches the current flight speed of the aircraft may include: obtaining a target query distance that matches the current flight speed of the aircraft according to preset relationship information. The preset relationship information is used to describe the corresponding relationship between the flight speed and the query distance, and the preset relationship information may include a preset relationship table or a preset relationship curve, the preset relationship table is established according to a plurality of different flight speeds and the query distance corresponding to each flight speed, and the preset relationship curve is pre-established according to a plurality of different flight speeds and the query distance corresponding to each flight speed.

[0079] In some embodiments, the preset direction is the bottom of the aircraft. According to the target measurement strategy, measuring the distance between the aircraft and the target object in the preset direction may include: when the data source used by the measurement method of the target measurement strategy is the fusion of the real-time local elevation map of the environment in which the aircraft is located and the data measured in real time by the depth sensor of the aircraft, obtaining a target query range that matches the current working mode of the aircraft; querying the maximum height within the target query range in the real-time local elevation map, and determining the maximum height as the first flight altitude of the aircraft; obtaining the data measured in real time by the depth sensor of the aircraft, and determining the second flight altitude of the aircraft according to the data measured in real time by the depth sensor of the aircraft; and performing weighted summation on the first flight altitude and the second flight altitude to obtain the target flight altitude. This embodiment can more accurately determine the target flight altitude of the aircraft by fusing the real-time local elevation map of the environment in which the aircraft is located and the data measured in real time by the depth sensor of the aircraft, thereby further improving the flight safety of the aircraft.

[0080] In some embodiments, performing weighted summation of the first flight altitude and the second flight altitude to obtain the target flight altitude may include: obtaining a first weighting coefficient and a second weighting coefficient, the sum of the first weighting coefficient and the second weighting coefficient being equal to 1; calculating the product of the first weighting coefficient and the first flight altitude to obtain the first weighted altitude, calculating the product of the second weighting coefficient and the second flight altitude to obtain the second weighted altitude; accumulating the first weighted altitude and the second weighted altitude to obtain the target flight altitude of the aircraft. Among them, the first weighting coefficient and the second weighting coefficient can be set based on actual conditions, and the embodiments of the present application do not specifically limit this. For example, the first weighting coefficient is 0.4 and the second weighting coefficient is 0.6. For another example, the first weighting coefficient and the second weighting coefficient are both 0.5.

[0081] Step S104: Control the aircraft to fly according to the distance between the aircraft and the target object in the preset direction.

[0082] For example, when the preset direction is the downward direction of the aircraft, the distance between the aircraft and the target object in the preset direction is the target flight altitude. If the current flight altitude of the aircraft is less than the target flight altitude, the aircraft is controlled to climb so that the flight altitude of the aircraft reaches the target flight altitude. For another example, when the preset direction is the flight direction of the aircraft, the distance between the aircraft and the target object in the preset direction is the distance between the obstacle located in the flight direction of the aircraft and the aircraft. At this time, the aircraft can be controlled to perform obstacle avoidance operations based on the distance between the obstacle located in the flight direction of the aircraft and the aircraft, so that the aircraft can avoid the obstacle in the flight direction, for example, the aircraft is controlled to climb, descend, move left or right for a certain distance, so that the aircraft avoids the obstacle in the flight direction.

[0083] In some embodiments, Figure 3 As shown, the flight control method also includes steps S105 and S106.

[0084] Step S105 : In response to the aircraft being in the first working mode, if the aircraft meets a preset condition, switching the measurement method of the first target measurement strategy of the aircraft.

[0085] In this embodiment, when the aircraft is in the first working mode, if the aircraft meets the preset conditions, the measurement method of the first target measurement strategy of the aircraft is switched to realize automatic switching of the measurement method of the first target measurement strategy, so as to ensure that the measured distance between the aircraft and the target object in the preset direction is accurate, so that the aircraft can be controlled to fly accurately based on the accurate distance, thereby greatly improving the flight safety of the aircraft.

[0086] For example, the first working mode includes one of a flat ground mode, a mountain mode, a cruising range descent mode, and a manual enhancement mode. When the aircraft is in the flat ground mode, the mountain mode, the cruising range descent mode, or the manual enhancement mode, if the aircraft meets a preset condition, the measurement method of the first target measurement strategy of the aircraft is switched to achieve automatic switching of the measurement method of the first target measurement strategy when the aircraft is in the flat ground mode, the mountain mode, the cruising range descent mode, or the manual enhancement mode. This ensures that the measured distance between the aircraft and the target object in the preset direction is accurate, so that the aircraft can be controlled to perform precise flight based on the accurate distance, greatly improving the flight safety of the aircraft when it is in the flat ground mode, the mountain mode, the cruising range descent mode, or the manual enhancement mode.

[0087] In some embodiments, the measurement method of the first target measurement strategy includes multiple methods. Exemplarily, the measurement method of the first target measurement strategy may include at least one of the first target measurement method, the second target measurement method, and the third target measurement method, and the first target measurement method, the second target measurement method, and the third target measurement method are different. For example, in the third target measurement method, the data sources used by the first target measurement method, the second target measurement method, and the third target measurement method are different.

[0088] In some embodiments, the preset condition includes at least one of a preset distance condition, a preset lighting condition, and a preset terrain condition. The preset distance condition includes at least one of the following: the distance between the aircraft and the target object in the preset direction is less than or equal to the first preset distance, the distance between the aircraft and the target object in the preset direction is greater than the first preset distance and less than or equal to the second preset distance, and the distance between the aircraft and the target object in the preset direction is greater than the second preset distance, and the first preset distance is less than the second preset distance. The preset lighting condition includes at least one of the following: the illumination intensity is greater than or equal to the preset illumination intensity and the illumination intensity is less than the preset illumination intensity. The preset terrain condition includes at least one of the following: the terrain of the environment where the aircraft is located is flat and the terrain of the environment where the aircraft is located is undulating.

[0089] In some embodiments, in response to the aircraft being in the first working mode, if the distance between the aircraft and the target object in a preset direction meets the preset distance condition, the measurement method of the first target measurement strategy of the aircraft is switched. Since the distance between the aircraft and the object will change with the position of the aircraft or the object, and the measurement accuracy of the same measurement method is different at different distances, this embodiment adaptively switches the measurement method of the first target measurement strategy based on the distance between the aircraft in the preset direction and the target object, so as to achieve the use of a measurement method with higher measurement accuracy at different distances, so as to ensure that the measured distance between the aircraft in the preset direction and the target object is accurate, so that the aircraft can be controlled to fly accurately based on the accurate distance, greatly improving the flight safety of the aircraft.

[0090] In some embodiments, in response to the distance between the aircraft and the target object in a preset direction being less than or equal to a first preset distance, the measurement method of the first target measurement strategy for controlling the aircraft includes a first target measurement method; in response to the distance between the aircraft and the target object in the preset direction being greater than the first preset distance and less than or equal to a second preset distance, the measurement method of the first target measurement strategy for controlling the aircraft includes a second target measurement method; in response to the distance between the aircraft and the target object in the preset direction being greater than the second preset distance, the measurement method of the first target measurement strategy for controlling the aircraft includes a third target measurement method, and the first target measurement method, the second target measurement method and the third target measurement method are different.

[0091] In some embodiments, the data source used by the first target measurement method, the data source used by the second target measurement method, and the data source used by the third target measurement method respectively include a fusion of the real-time local elevation map of the environment in which the aircraft is located and the data measured in real time by the aircraft's depth sensor, a real-time local elevation map of the environment in which the aircraft is located, and a different one of the data measured in real time by the aircraft's depth sensor. For example, the data source used by the first target measurement method is the real-time local elevation map of the environment in which the aircraft is located, the data source used by the second target measurement method is the fusion of the real-time local elevation map of the environment in which the aircraft is located and the data measured in real time by the aircraft's depth sensor, and the data source used by the third target measurement method is the data measured in real time by the aircraft's depth sensor.

[0092] It is understandable that the first preset distance and the second preset distance can be set based on actual conditions, and the embodiments of the present application do not specifically limit this. For example, the first preset distance is 8 meters, and the second preset distance is 12 meters. When the distance between the aircraft and the target object in the preset direction is less than or equal to 8 meters, the measurement method of the first target measurement strategy for controlling the aircraft includes the first target measurement method. When the distance between the aircraft and the target object in the preset direction is greater than 8 meters and less than or equal to 12 meters, the measurement method of the first target measurement strategy for controlling the aircraft includes the second target measurement method. When the distance between the aircraft and the target object in the preset direction is greater than 12 meters, the measurement method of the first target measurement strategy for controlling the aircraft includes the third target measurement method.

[0093] For example, if the preset direction is below the aircraft, the first preset distance and the second preset distance are both the distances between the target object on the ground and the aircraft. Therefore, when the height of the aircraft is less than or equal to 8 meters, the measurement method of the first target measurement strategy for controlling the aircraft includes the first target measurement method. When the height of the aircraft is greater than 8 meters and less than or equal to 12 meters, the measurement method of the first target measurement strategy for controlling the aircraft includes the second target measurement method. When the height of the aircraft is greater than 12 meters, the measurement method of the first target measurement strategy for controlling the aircraft includes the third target measurement method.

[0094] In some embodiments, in response to the distance between the aircraft and the target object in a preset direction being less than or equal to a first preset distance, the measurement method of the first target measurement strategy of controlling the aircraft includes the first target measurement method may include: if the distance between the aircraft and the target object in the preset direction changes from greater than the first preset distance and less than or equal to the second preset distance to less than or equal to the first preset distance, then the measurement method of the first target measurement strategy of the aircraft is switched from the second target measurement method to the first target measurement method; if the distance between the aircraft and the target object in the preset direction changes from greater than the second preset distance to less than or equal to the first preset distance, then the measurement method of the first target measurement strategy of the aircraft is switched from the third target measurement method to the first target measurement method.

[0095] For example, the aircraft is at t 1 The height at the moment is 10 meters. After a period of flight, the aircraft is at t 2 At the moment, the height of the aircraft is 6 meters. At this time, the height of the aircraft changes from greater than 8 meters and less than or equal to 12 meters to less than or equal to 8 meters. Therefore, the measurement method of the first target measurement strategy of the aircraft is switched from the second target measurement method to the first target measurement method. For another example, the aircraft at t 1 The height at the moment is 14 meters. After a period of flight, the aircraft is at t 2 The height at the moment is 6 meters. At this time, the height of the aircraft changes from greater than 12 meters to less than or equal to 8 meters. Therefore, the measurement method of the first target measurement strategy of the aircraft is switched from the third target measurement method to the first target measurement method.

[0096] In some embodiments, in response to the distance between the aircraft and the target object in a preset direction being greater than a first preset distance and less than or equal to a second preset distance, the measurement method of the first target measurement strategy of controlling the aircraft includes a second target measurement method, which may include: if the distance between the aircraft and the target object in the preset direction changes from less than or equal to the first preset distance to greater than the first preset distance and less than or equal to the second preset distance, then switching the measurement method of the first target measurement strategy of the aircraft from the first target measurement method to the second target measurement method; if the distance between the aircraft and the target object in the preset direction changes from greater than the second preset distance to greater than the first preset distance and less than or equal to the second preset distance, then switching the measurement method of the first target measurement strategy of the aircraft from the third target measurement method to the second target measurement method.

[0097] For example, the aircraft is at t 1 The height at the moment is 6 meters. After a period of flight, the aircraft is at t 2The height at the moment is 9 meters. At this time, the height of the aircraft changes from less than or equal to 8 meters to greater than 8 meters and less than or equal to 12 meters. Therefore, the measurement method of the first target measurement strategy of the aircraft is switched from the first target measurement method to the second target measurement method. 1 The height at the moment is 14 meters. After a period of flight, the aircraft is at t 2 The height at the moment is 10 meters. At this time, the height of the aircraft changes from greater than 12 meters to greater than 8 meters, and is less than or equal to 12. Therefore, the measurement method of the second target measurement strategy of the aircraft is switched from the third target measurement method to the second target measurement method.

[0098] In some embodiments, in response to the distance between the aircraft and the target object in a preset direction being greater than a second preset distance, the measurement method of the first target measurement strategy of controlling the aircraft includes a third target measurement method, which may include: if the distance between the aircraft and the target object in the preset direction changes from greater than the first preset distance and less than or equal to the second preset distance to greater than the second preset distance, then the measurement method of the first target measurement strategy of the aircraft is switched from the second target measurement method to the third target measurement method; if the distance between the aircraft and the target object in the preset direction changes from less than or equal to the first preset distance to greater than the second preset distance, then the measurement method of the first target measurement strategy of the aircraft is switched from the first target measurement method to the third target measurement method.

[0099] For example, the aircraft is at t 1 The height at the moment is 10 meters. After a period of flight, the aircraft is at t 2 At the moment t, the height of the aircraft is 13 meters. At this time, the height of the aircraft changes from greater than 8 meters and less than or equal to 12 meters to greater than 12 meters. Therefore, the measurement method of the first target measurement strategy of the aircraft is switched from the second target measurement method to the third target measurement method. For another example, the aircraft at t 1 The height at the moment is 7 meters. After a period of flight, the aircraft is at t 2 The height at the moment is 13 meters. At this time, the height of the aircraft changes from less than 8 meters to more than 12 meters. Therefore, the measurement method of the second target measurement strategy of the aircraft is switched from the first target measurement method to the third target measurement method.

[0100] In some embodiments, in response to the aircraft being in the first working mode, if the aircraft meets a preset condition, switching the measurement method of the first target measurement strategy of the aircraft may include: in response to the aircraft being in the first working mode, if the light intensity of the environment where the aircraft is located meets the preset light condition, switching the measurement method of the first target measurement strategy of the aircraft. Alternatively, in response to the aircraft being in the first working mode, if the terrain of the environment where the aircraft is located meets the preset terrain condition, switching the measurement method of the first target measurement strategy of the aircraft.

[0101] In some embodiments, in response to the aircraft being in the first operating mode, if the light intensity of the environment in which the aircraft is located meets the preset lighting conditions, the measurement method of switching the first target measurement strategy of the aircraft may include: in response to the aircraft being in the first operating mode, if the light intensity of the environment in which the aircraft is located is greater than or equal to the preset light intensity, the measurement method of controlling the first target measurement strategy of the aircraft includes the first target measurement method, the second target measurement method or the third target measurement method; in response to the aircraft being in the first operating mode, if the light intensity of the environment in which the aircraft is located is less than the preset light intensity, the measurement method of controlling the first target measurement strategy of the aircraft includes the third target measurement method.

[0102] In this embodiment, when the illumination intensity of the environment where the aircraft is located is greater than or equal to the preset illumination intensity, it can be determined that the aircraft is working during the day. At this time, various sensors on the aircraft can work normally. Therefore, at least one of the real-time local elevation map of the environment where the aircraft is located and the data measured in real time by the depth sensor of the aircraft can be used to measure the distance between the aircraft and the target object in the preset direction, which can ensure the accuracy of the measured distance. When the illumination intensity of the environment where the aircraft is located is less than the preset illumination intensity, it can be determined that the aircraft is working at night. At night, the measurement accuracy of the visual sensor will be affected, while the radar device will not be affected. Therefore, the distance between the aircraft and the target object in the preset direction can be measured using the data measured in real time by the radar device of the aircraft, which can ensure the accuracy of the measured distance.

[0103] In some embodiments, in response to the aircraft being in the first operating mode, if the terrain of the aircraft's environment satisfies a preset terrain condition, the measurement method of switching the aircraft's first target measurement strategy may include: in response to the aircraft being in the first operating mode, if the terrain of the aircraft's environment is flat, the measurement method of controlling the aircraft's first target measurement strategy includes the first target measurement method, the second target measurement method, or the third target measurement method; if the terrain of the aircraft's environment is undulating, the measurement method of controlling the aircraft's first target measurement strategy includes the first target measurement method.

[0104] In this embodiment, when the terrain of the environment where the aircraft is located is flat, the real-time local elevation map of the environment where the aircraft is located and the data measured in real time by the depth sensor of the aircraft are both accurate, so at least one of the real-time local elevation map of the environment where the aircraft is located and the data measured in real time by the depth sensor of the aircraft can be used to measure the distance between the aircraft and the target object in a preset direction, thereby ensuring the accuracy of the measured distance. When the environment where the aircraft is located is undulating, the undulating environment will affect the measurement accuracy of the visual sensor, so the real-time measurement data of the depth sensor of the aircraft is used to measure the distance between the aircraft and the target object in a preset direction, thereby ensuring the accuracy of the measured distance.

[0105] Step S106: In response to the aircraft being in the second working mode, prohibiting switching of the measurement method of the second target measurement strategy of the aircraft.

[0106] In this embodiment, the flight state and / or flight environment of the aircraft in the second working mode is particular. The aircraft can only accurately measure the distance between the aircraft and the object by using a specific measurement method. Therefore, when the aircraft is in the second working mode, it is prohibited to switch the measurement method of the second target measurement strategy of the aircraft, thereby ensuring that the measured distance between the aircraft and the target object in the preset direction is accurate, so that the aircraft can be controlled to fly accurately based on the accurate distance, which greatly improves the flight safety of the aircraft in the second working mode.

[0107] In some embodiments, the measurement method for prohibiting switching the second target measurement strategy of the aircraft may include a data source used by the measurement method for prohibiting switching the second target measurement strategy of the aircraft. For example, the data source used by the measurement method for the second target measurement strategy of the aircraft is fixed, and the data source used by the measurement method for the second target measurement strategy of the aircraft is the data measured in real time by the depth sensor of the aircraft. Since the second working mode includes one of the surface mode, take-off mode, landing mode and manual mode, and when the aircraft is in the surface mode, take-off mode, landing mode or manual mode, the aircraft cannot generate a real-time local elevation map of the environment in which the aircraft is located, so the data measured in real time by the depth sensor of the aircraft is used to determine the distance between the aircraft and the target object in the preset direction, so as to ensure that the measured distance between the aircraft and the target object in the preset direction is accurate, so that the aircraft can be controlled to fly accurately based on the accurate distance, which greatly improves the flight safety of the aircraft when it is in the second working mode.

[0108] See also Figure 4 , Figure 41 is a schematic diagram of the steps of another flight control method provided in an embodiment of the present application. The flight control method is applied to an aircraft to reduce the damage to crops caused by the airflow generated by the aircraft.

[0109] like Figure 4 As shown, the flight control method includes steps S201 to S203.

[0110] Step S201: During the operation of the aircraft, if the flight speed of the aircraft is less than a preset speed threshold, a target climbing altitude is obtained.

[0111] In this embodiment, the preset speed threshold can be set based on actual conditions, and the embodiment of the present application does not specifically limit this. For example, the preset speed threshold is 0.5 m / s or 1 m / s.

[0112] In some embodiments, the target climbing altitude is determined based on at least one of the type of crops in the current operating area, the current growth cycle of the crops, and the current altitude of the crops. This embodiment can adaptively determine the target climbing altitude of the aircraft based on at least one of the type of crops in the current operating area, the current growth cycle of the crops, and the current altitude of the crops, thereby improving the flexibility and accuracy of the aircraft's climbing altitude.

[0113] In some embodiments, the current growth cycle of the crop can be determined based on the prescription map of the current operating area. The current operating area can be scanned in advance using an aircraft equipped with a multispectral camera to obtain a multispectral image of the current operating area, and then a prescription map of the current operating area is generated based on the multispectral image of the current operating area. The prescription map is used to characterize information such as the type and growth conditions of the crops in the current operating area. The type of crops in the current operating area can be obtained by identifying the image of the crops taken by the image acquisition device of the aircraft. The current height of the crops in the current operating area can be calculated in advance based on the image of the crops taken from the side by the aircraft, the height of the aircraft, and the angle at which the aircraft takes the crops, or it can be calculated in real time based on the image of the crops taken from the side by the aircraft, the height of the aircraft, and the angle at which the aircraft takes the crops.

[0114] In some embodiments, obtaining the target climbing altitude may include: obtaining at least one of the type of crops in the current operating area, the current growth cycle of the crops, and the current altitude of the crops; querying a mapping relationship table between at least one of the preset crop type, growth cycle, and crop altitude and the climbing altitude, obtaining the climbing altitude corresponding to at least one of the type of crops in the current operating area, the current growth cycle of the crops, and the current altitude of the crops, and determining the climbing altitude obtained by the query as the target climbing altitude of the aircraft.

[0115] Among them, the mapping relationship table between at least one of the crop type, growth cycle and crop height and the climbing height can be pre-created based on actual conditions, and the embodiment of the present application does not specifically limit this. For example, the stalks of cotton are relatively tough and have strong lodging resistance, so when cotton is operated, the climbing height of the aircraft is relatively small, while the stalks of wheat are relatively fragile and have weak lodging resistance, so when wheat is operated, the climbing height of the aircraft is relatively large. For another example, the lodging resistance of seedlings is relatively weak, so when seedlings are operated, the climbing height of the aircraft is relatively large, while the lodging resistance of mature plants is relatively strong, so when mature plants are operated, the climbing height of the aircraft is relatively small. For another example, the height of rapeseed plants is generally high, the stalks are relatively fragile, and the lodging resistance is relatively weak, so when rapeseed plants are operated, the climbing height of the aircraft is relatively high, while the height of sweet potato plants is generally low, and the lodging resistance is relatively strong, so when sweet potato plants are operated, the climbing height of the aircraft is relatively low.

[0116] Step S202: Determine the target operating altitude of the aircraft according to the target climbing altitude and the current operating altitude.

[0117] In this embodiment, the current operating altitude of the aircraft is the relative height between the aircraft and the crops. The current operating altitude of the aircraft can be manually set in advance by the user. For example, if the operating altitude set by the user is 3 meters, during the operation of the aircraft, if the speed of the aircraft is always greater than the preset speed threshold, the operating altitude of the aircraft (the distance between the aircraft and the crops) is always maintained at 3 meters.

[0118] In some embodiments, determining the target operating altitude of the aircraft according to the target climbing altitude and the current operating altitude may include: accumulating the target climbing altitude and the current operating altitude to obtain the target operating altitude of the aircraft. Alternatively, calculating the product between the target climbing altitude and a preset coefficient to obtain an altitude adjustment value, and accumulating the altitude adjustment value and the target climbing altitude to obtain the target operating altitude of the aircraft. The preset coefficient may be set based on actual conditions, and the embodiments of the present application do not specifically limit this. For example, the preset coefficient is 0.9 or 1.2.

[0119] Step S203: Control the aircraft to climb until the flight altitude of the aircraft reaches the target operating altitude.

[0120] At present, when an aircraft is operating, it usually sprays or sows on the land at a set operating height, and the aircraft will slow down at the edge of the land, while the operating height of the aircraft is fixed and unchanged, and the operating height of the aircraft is usually low, so the airflow generated by the aircraft during flight will damage the crops sent by the aircraft, and even cause the crops to fall, and there will also be problems of uneven spraying or sowing. In order to solve the above problems, the embodiment of the present application controls the aircraft to climb during the flight of the aircraft when the flight speed of the aircraft is less than the preset speed threshold, thereby raising the operating height of the aircraft, so that the distance between the aircraft and the crops is increased, which can effectively reduce the damage caused to the crops at the head of the field by the airflow generated by the aircraft, and can also increase the effective spray width at low speeds, thereby improving the uniformity of spraying at the head of the field.

[0121] In some embodiments, controlling the aircraft to climb until the flight altitude of the aircraft reaches the target operating altitude may include: controlling the aircraft to climb while controlling the aircraft to fly horizontally until the flight altitude of the aircraft reaches the target operating altitude. Alternatively, controlling the aircraft to decelerate in the horizontal direction, and when the flight speed of the aircraft in the horizontal direction is zero, controlling the aircraft to climb until the flight altitude of the aircraft reaches the target operating altitude.

[0122] In some embodiments, after step S203, it also includes: when the flight speed of the aircraft is greater than or equal to the preset speed threshold, controlling the aircraft to descend to the set working altitude. The set working altitude can be set by the user based on actual conditions, and the embodiment of the present application does not specifically limit this. In this embodiment, when the flight speed threshold of the aircraft is greater than or equal to the preset speed threshold, the aircraft is controlled to return to the set working altitude, so that the aircraft can operate along the set working altitude, thereby improving the working effect of the working area.

[0123] See also Figure 5 , Figure 5 1 is a schematic diagram of the steps of another flight control method provided in an embodiment of the present application. The flight control method is applied to an aircraft to improve the operating efficiency of the aircraft.

[0124] like Figure 5 As shown, the flight control method includes steps S301 to S303.

[0125] Step S301: Obtaining obstacle location information while the aircraft is operating along a target operating route. The target operating route is planned based on an operating area selected by a user and a preset obstacle area.

[0126] In this embodiment, the user can select the operation area and the preset obstacle area through the remote control device connected to the aircraft, and the remote control device plans the target operation route in response to the operation area and the preset obstacle area selected by the user. In particular, since the position of the preset obstacle area and the path width required for the normal flight of the aircraft have been considered when planning the target operation route, the aircraft can safely pass through the preset obstacle area during the flight of the aircraft along the target operation route.

[0127] In some embodiments, the position information of the obstacle can be determined based on the sensing data collected in real time by the depth sensor, wherein the depth sensor includes at least one of a distance sensor, a vision module, and a radar device, and the position information of the obstacle can include the distance and direction of the obstacle relative to the aircraft.

[0128] Step S302: When it is determined according to the position information that the obstacle is located within the preset obstacle area or outside the operation area, the aircraft is prohibited from performing obstacle avoidance operations.

[0129] At present, during the operation of an aircraft, if it is found that the distance between the aircraft and an obstacle in the environment is less than a preset obstacle avoidance threshold, the aircraft will perform an obstacle avoidance operation so that the aircraft can avoid the obstacle, but this will affect the operating efficiency of the aircraft. During the flight of the aircraft along the target operating route, in some cases, the preset obstacle avoidance threshold of the aircraft will be greater than the distance between the aircraft and the obstacle in the preset obstacle avoidance area. At this time, even if the aircraft can safely pass through the preset obstacle area, the obstacle avoidance operation of the aircraft will still be triggered, thereby affecting the operating efficiency of the aircraft. Therefore, the embodiment of the present application prohibits the aircraft from performing an obstacle avoidance operation when it is determined based on the position information that the obstacle is located in the preset obstacle area or outside the operating area. This can reduce the number of times the aircraft performs an obstacle avoidance operation, and can improve the operating efficiency of the aircraft while ensuring the flight safety of the aircraft.

[0130] Step S303: When it is determined according to the position information that the obstacle is located within the operating area and outside the preset obstacle area, the aircraft is controlled to perform an obstacle avoidance operation according to the position information.

[0131] In this embodiment, since obstacles located within the operating area and outside the preset obstacle area will affect the flight safety of the aircraft, if an obstacle is found to be located within the operating area and outside the preset obstacle area, the aircraft is controlled to perform obstacle avoidance operations to ensure the flight safety of the aircraft.

[0132] See also Figure 6 , Figure 61 is a schematic diagram of the steps of another flight control method provided in an embodiment of the present application. The flight control method is applied to an aircraft to improve the flight safety of the aircraft.

[0133] like Figure 6 As shown, the flight control method includes steps S401 to S405.

[0134] Step S401, obtaining the current flight altitude of the aircraft;

[0135] Step S402: when the current flight altitude of the aircraft is less than or equal to the first altitude threshold, determining the flight altitude of the aircraft according to the real-time local elevation map of the environment in which the aircraft is located;

[0136] Step S403: when the current flight altitude of the aircraft is greater than the first altitude threshold and less than or equal to the second altitude threshold, the flight altitude of the aircraft is determined according to the real-time local elevation map of the environment in which the aircraft is located and the data collected in real time by the depth sensor of the aircraft;

[0137] Step S404: when the current flight altitude of the aircraft is greater than the second altitude threshold, determining the flight altitude of the aircraft according to data collected in real time by the depth sensor of the aircraft;

[0138] Step S405: Control the aircraft to fly according to the flight altitude.

[0139] This embodiment uses different data at different flight altitudes to determine the flight altitude of the aircraft, thereby greatly improving the accuracy of the flight altitude. In this way, the aircraft can be controlled to fly accurately according to the accurate flight altitude, thereby greatly improving the flight safety of the aircraft.

[0140] It is understandable that the first height threshold is less than the second height threshold, and the first height threshold and the second height threshold can be set according to actual conditions, and the embodiment of the present application does not specifically limit this. For example, the first height threshold is 8 meters and the second height threshold is 12 meters.

[0141] In some embodiments, obtaining the current flight altitude of the aircraft may include: when the aircraft takes off, by default, determining the current flight altitude of the aircraft based on one of a real-time local elevation map of the environment in which the aircraft is located, data collected in real time by a depth sensor of the aircraft, and a fusion of the real-time local elevation map of the environment in which the aircraft is located and the data collected in real time by a depth sensor of the aircraft. For example, when the aircraft takes off, by default, determining the current flight altitude of the aircraft based on a real-time local elevation map of the environment in which the aircraft is located.

[0142] For another example, when the aircraft takes off, the current flight altitude of the aircraft is determined by default based on the data collected in real time by the aircraft's depth sensor. For another example, when the aircraft takes off, the current flight altitude of the aircraft is determined by default based on the fusion of the real-time local elevation map of the aircraft's environment and the data collected in real time by the aircraft's depth sensor.

[0143] In some embodiments, determining the flight altitude of an aircraft based on a real-time local elevation map of the environment in which the aircraft is located may include: obtaining a target query range that matches the current operating mode of the aircraft; and querying the flight altitude of the aircraft within the target query range in the real-time local elevation map.

[0144] In some embodiments, determining the flight altitude of an aircraft based on a real-time local elevation map of the environment in which the aircraft is located and data collected in real time by the depth sensor of the aircraft may include: obtaining a target query range that matches the current working mode of the aircraft; querying the first altitude of the aircraft within the target query range in the real-time local elevation map; obtaining data measured in real time by the depth sensor of the aircraft, and determining the second altitude of the aircraft based on the data measured in real time by the depth sensor of the aircraft; and performing weighted summation of the first flight altitude and the second flight altitude to obtain the flight altitude of the aircraft. This embodiment can more accurately determine the flight altitude of the aircraft by fusing the real-time local elevation map of the environment in which the aircraft is located with the data measured in real time by the depth sensor of the aircraft, thereby further improving the flight safety of the aircraft.

[0145] See also Figure 7 , Figure 7 It is a schematic block diagram of the structure of a flight control device provided in an embodiment of the present application.

[0146] like Figure 7 As shown, the flight control device 140 includes a processor 141 and a memory 142 , and the processor 141 and the memory 142 are connected via a bus 143 , and the bus 143 is, for example, an I2C (Inter-integrated Circuit) bus.

[0147] Specifically, the processor 141 may be a micro-controller unit (MCU), a central processing unit (CPU), or a digital signal processor (DSP).

[0148] Specifically, the memory 142 may be a Flash chip, a read-only memory (ROM) disk, an optical disk, a USB flash drive, or a mobile hard disk.

[0149] The processor 141 is used to run the computer program stored in the memory 142, and implement the following steps when executing the computer program:

[0150] Acquiring a current operating mode of the aircraft, the operating mode of the aircraft including a first operating mode and a second operating mode, the flight state and / or flight environment of the aircraft in the first operating mode being different from the flight state and / or flight environment of the aircraft in the second operating mode;

[0151] Determine a corresponding target measurement strategy according to a current working mode of the aircraft, the target measurement strategy comprising a first target measurement strategy and a second target measurement strategy, wherein the first target measurement strategy has more measurement methods than the second target measurement strategy, and when the aircraft is in the first working mode, the first target measurement strategy is selected, and when the aircraft is in the second working mode, the second target measurement strategy is selected;

[0152] According to the target measurement strategy, measuring the distance between the aircraft and the target object in a preset direction; and

[0153] The aircraft is controlled to fly according to the distance between the aircraft and the target object in the preset direction.

[0154] In some embodiments, the measurement method of the first target measurement strategy includes multiple methods, and the processor 141 is further configured to implement the following steps:

[0155] In response to the aircraft being in the first working mode, if the aircraft meets a preset condition, switching the measurement method of the first target measurement strategy of the aircraft.

[0156] In some embodiments, when implementing, in response to the aircraft being in the first working mode, if the aircraft meets a preset condition, switching the measurement method of the first target measurement strategy of the aircraft, the processor 141 is configured to implement:

[0157] In response to the aircraft being in the first working mode, if the distance between the aircraft and the target object in the preset direction meets a preset distance condition, the measurement method of the first target measurement strategy of the aircraft is switched.

[0158] In some embodiments, when the processor 141 implements switching the measurement method of the first target measurement strategy of the aircraft if the distance between the aircraft and the target object in the preset direction meets a preset distance condition, it is configured to implement:

[0159] In response to the distance between the aircraft and the target object in the preset direction being less than or equal to a first preset distance, the measurement method of controlling the first target measurement strategy of the aircraft includes a first target measurement method;

[0160] In response to the distance between the aircraft and the target object in the preset direction being greater than the first preset distance and less than or equal to the second preset distance, the measurement method of the first target measurement strategy for controlling the aircraft includes a second target measurement method;

[0161] In response to the distance between the aircraft and the target object in the preset direction being greater than the second preset distance, the measurement method of the first target measurement strategy for controlling the aircraft includes a third target measurement method;

[0162] The first target measurement method, the second target measurement method and the third target measurement method are different.

[0163] In some embodiments, different measurement methods use different data sources.

[0164] In some embodiments, the data source used by the first target measurement method, the data source used by the second target measurement method, and the data source used by the third target measurement method respectively include a fusion of a real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft, or a different one of the real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft.

[0165] In some embodiments, the processor 141 is further configured to implement the following steps:

[0166] In response to the aircraft being in the second operating mode, switching of the measurement method of the second target measurement strategy of the aircraft is prohibited.

[0167] In some embodiments, when the aircraft is in the first operating mode, the aircraft can obtain a real-time local elevation map of the environment in which the aircraft is located; when the aircraft is in the second operating mode, the aircraft cannot obtain a real-time local elevation map of the environment in which the aircraft is located.

[0168] In some embodiments, when determining a corresponding target measurement strategy according to the current working mode of the aircraft, the processor 141 is used to implement:

[0169] In response to the aircraft being in the first working mode, determining a data source adopted by the measurement method of the first target measurement strategy according to at least one of a fusion of a real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft, and the real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft;

[0170] In response to the aircraft being in the second working mode, a data source adopted by the measurement method of the second target measurement strategy is determined according to data measured in real time by a depth sensor of the aircraft.

[0171] In some embodiments, the first working mode includes a flat ground mode or a mountain mode, and the second working mode includes one of a water surface mode, a take-off mode, a landing mode and a manual mode, wherein the flat ground mode represents that the terrain of the environment in which the aircraft is located is flat, the mountain mode represents that the terrain of the environment in which the aircraft is located is undulating, the water surface mode represents that the environment in which the aircraft is located is above the water surface, the take-off mode represents that the aircraft is in a take-off state, the landing mode represents that the aircraft is in a landing state, and the manual mode represents that the aircraft is in a flight state manually controlled by a user.

[0172] In some embodiments, the preset direction is below the aircraft, and the processor 141, when implementing the target measurement strategy to measure the distance between the aircraft and the target object in the preset direction, is used to implement:

[0173] In a case where the data source adopted by the measurement method of the target measurement strategy is a real-time local elevation map of the environment in which the aircraft is located, obtaining a target query range that matches the current working mode of the aircraft;

[0174] The maximum altitude within the target query range is queried in the real-time local elevation map, and the maximum altitude is determined as the target flight altitude of the aircraft.

[0175] In some embodiments, when the processor 141 queries the maximum height within the target query range in the real-time local elevation map, it is configured to implement:

[0176] Acquire a target query distance that matches the current flight speed of the aircraft;

[0177] Adjusting the query distance along the flight direction of the aircraft within the target query range to the target query distance;

[0178] The maximum height within the adjusted target query range is queried in the real-time local elevation map.

[0179] In some embodiments, the processor 141 is further configured to implement the following steps:

[0180] During the operation of the aircraft, if the flight speed of the aircraft is less than a preset speed threshold, obtaining a target climbing altitude;

[0181] Determining a target operating altitude of the aircraft according to the target climbing altitude and the current operating altitude;

[0182] The aircraft is controlled to climb until the flight altitude of the aircraft reaches the target operating altitude.

[0183] In some embodiments, the target climbing height is determined based on at least one of the type of crops in the current operation area, the current growth cycle of the crops, and the current height of the crops.

[0184] In some embodiments, after controlling the aircraft to climb until the flight altitude of the aircraft reaches the target operating altitude, the processor 141 is further configured to:

[0185] When the flight speed of the aircraft is greater than or equal to the preset speed threshold, the aircraft is controlled to descend to a set operating altitude.

[0186] In some embodiments, the processor 141 is further configured to implement the following steps:

[0187] Obtaining obstacle location information while the aircraft is operating along a target operating route, wherein the target operating route is obtained according to an operating area selected by a user and a preset obstacle area plan;

[0188] When it is determined according to the position information that the obstacle is located within the preset obstacle area or outside the operating area, the aircraft is prohibited from performing an obstacle avoidance operation.

[0189] In some embodiments, after obtaining the location information of the obstacle, the processor 141 is further configured to:

[0190] When it is determined according to the position information that the obstacle is located within the operating area and outside the preset obstacle area, the aircraft is controlled to perform an obstacle avoidance operation according to the position information.

[0191] In some embodiments, the processor 141 is further configured to implement the following steps:

[0192] Get the current flight altitude of the aircraft;

[0193] When the current flight altitude of the aircraft is less than or equal to a first altitude threshold, determining the flight altitude of the aircraft according to a real-time local elevation map of the environment in which the aircraft is located;

[0194] When the current flight altitude of the aircraft is greater than the first altitude threshold and less than or equal to the second altitude threshold, determining the flight altitude of the aircraft according to a real-time local elevation map of the environment in which the aircraft is located and data collected in real time by a depth sensor of the aircraft;

[0195] When the current flight altitude of the aircraft is greater than the second altitude threshold, determining the flight altitude of the aircraft according to data collected in real time by the depth sensor of the aircraft;

[0196] The aircraft is controlled to fly according to the flight altitude.

[0197] It should be noted that technicians in the relevant field can clearly understand that for the convenience and brevity of description, the specific working process of the flight control device described above can refer to the corresponding process in the aforementioned flight control method embodiment, and will not be repeated here.

[0198] See also Figure 8 , Figure 8 It is a schematic block diagram of the structure of an aircraft provided in an embodiment of the present application.

[0199] like Figure 8 As shown, the aircraft 100 includes a body 110, a power system 120, a depth sensor 130 and a flight control device 140. The power system 120 is provided on the body 110 to provide flight power for the aircraft 100, the depth sensor 130 is provided on the body 110 to achieve ranging of the aircraft 100, and the flight control device 140 is provided on the body 110 to control the flight of the aircraft 100. Among them, the depth sensor 130 may include at least one of a distance sensor, a vision module and a radar device, the distance sensor may be a TOF (Time of Flight, TOF) ranging sensor, the vision module may be a monocular vision module or a multi-eye vision module, and the radar device may include at least one of a laser radar and a millimeter wave radar.

[0200] It should be noted that technicians in the relevant field can clearly understand that for the convenience and brevity of description, the specific working process of the aircraft described above can refer to the corresponding process in the aforementioned flight control method embodiment, and will not be repeated here.

[0201] An embodiment of the present application also provides a storage medium that is readable by a computer, and the storage medium stores one or more programs, and the one or more programs can be executed by one or more processors to implement the flight control method provided in the above embodiment.

[0202] The storage medium may be an internal storage unit of the aircraft described in any of the above embodiments, such as a hard disk or memory of the aircraft. The storage medium may also be an external storage device of the aircraft, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the aircraft.

[0203] It will be appreciated by those skilled in the art that all or some of the steps, systems, and functional modules / units in the methods disclosed above may be implemented as software, firmware, hardware, and appropriate combinations thereof. In a hardware embodiment, the division between the functional modules / units mentioned in the above description does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed by several physical components in cooperation. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on a computer-readable medium, which may include a computer storage medium (or non-transitory medium) and a communication medium (or temporary medium). As known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. In addition, it is well known to those of ordinary skill in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0204] It should be understood that the term "and / or" used in the present specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, including these combinations. It should be noted that, in this article, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "including a..." does not exclude the presence of other identical elements in the process, method, article or system including the element.

[0205] The serial numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments. The above are only specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in the present application, and these modifications or replacements should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A flight control method, characterized in that: include: Acquiring a current operating mode of the aircraft, the operating mode of the aircraft including a first operating mode and a second operating mode, the flight state and / or flight environment of the aircraft in the first operating mode being different from the flight state and / or flight environment of the aircraft in the second operating mode; Determine a corresponding target measurement strategy according to a current working mode of the aircraft, the target measurement strategy comprising a first target measurement strategy and a second target measurement strategy, wherein the first target measurement strategy has more measurement methods than the second target measurement strategy, and when the aircraft is in the first working mode, the first target measurement strategy is selected, and when the aircraft is in the second working mode, the second target measurement strategy is selected; According to the target measurement strategy, measuring the distance between the aircraft and the target object in a preset direction; and The aircraft is controlled to fly according to the distance between the aircraft and the target object in the preset direction.

2. The flight control method according to claim 1, characterized in that: The first target measurement strategy includes multiple measurement methods, and the method also includes: In response to the aircraft being in the first working mode, if the aircraft meets a preset condition, switching the measurement method of the first target measurement strategy of the aircraft.

3. The flight control method according to claim 2, characterized in that: In response to the aircraft being in the first working mode, if the aircraft meets a preset condition, switching the measurement method of the first target measurement strategy of the aircraft includes: In response to the aircraft being in the first working mode, if the distance between the aircraft and the target object in the preset direction meets a preset distance condition, the measurement method of the first target measurement strategy of the aircraft is switched.

4. The flight control method according to claim 3, characterized in that: The method of switching the measurement of the first target measurement strategy of the aircraft to one that satisfies a preset distance condition if the distance between the aircraft and the target object in the preset direction includes: In response to the distance between the aircraft and the target object in the preset direction being less than or equal to a first preset distance, the measurement method of controlling the first target measurement strategy of the aircraft includes a first target measurement method; In response to the distance between the aircraft and the target object in the preset direction being greater than the first preset distance and less than or equal to the second preset distance, the measurement method of the first target measurement strategy for controlling the aircraft includes a second target measurement method; In response to the distance between the aircraft and the target object in the preset direction being greater than the second preset distance, the measurement method of the first target measurement strategy for controlling the aircraft includes a third target measurement method; The first target measurement method, the second target measurement method and the third target measurement method are different.

5. The flight control method according to any one of claims 1 to 4, characterized in that: Different measurement methods use different data sources.

6. The flight control method according to claim 4, characterized in that: The data source used by the first target measurement method, the data source used by the second target measurement method, and the data source used by the third target measurement method respectively include a fusion of a real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft, or a different one of the real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft.

7. The flight control method according to claim 1, characterized in that: The method further comprises: In response to the aircraft being in the second operating mode, switching of the measurement method of the second target measurement strategy of the aircraft is prohibited.

8. The flight control method according to claim 1, characterized in that: When the aircraft is in the first working mode, the aircraft can obtain a real-time local elevation map of the environment in which the aircraft is located. When the aircraft is in the second working mode, the aircraft cannot obtain a real-time local elevation map of the environment in which the aircraft is located.

9. The flight control method according to claim 8, characterized in that: Determining a corresponding target measurement strategy according to the current working mode of the aircraft includes: In response to the aircraft being in the first working mode, determining a data source adopted by the measurement method of the first target measurement strategy according to at least one of a fusion of a real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft, and the real-time local elevation map of the environment in which the aircraft is located and data measured in real time by a depth sensor of the aircraft; In response to the aircraft being in the second working mode, a data source adopted by the measurement method of the second target measurement strategy is determined according to data measured in real time by a depth sensor of the aircraft.

10. The flight control method according to any one of claims 1-4 and 6-9, characterized in that: The first working mode includes a flat ground mode or a mountain mode, and the second working mode includes one of a water surface mode, a take-off mode, a landing mode and a manual mode, wherein the flat ground mode represents that the terrain of the environment in which the aircraft is located is flat, the mountain mode represents that the terrain of the environment in which the aircraft is located is undulating, the water surface mode represents that the environment in which the aircraft is located is above the water surface, the take-off mode represents that the aircraft is in a take-off state, the landing mode represents that the aircraft is in a landing state, and the manual mode represents that the aircraft is in a flight state manually controlled by a user.

11. The flight control method according to claim 1, characterized in that: The preset direction is below the aircraft, and measuring the distance between the aircraft and the target object in the preset direction according to the target measurement strategy includes: In a case where the data source adopted by the measurement method of the target measurement strategy is a real-time local elevation map of the environment in which the aircraft is located, obtaining a target query range that matches the current working mode of the aircraft; The maximum altitude within the target query range is queried in the real-time local elevation map, and the maximum altitude is determined as the target flight altitude of the aircraft.

12. The flight control method according to claim 11, characterized in that: The querying of the maximum height within the target query range in the real-time local elevation map comprises: Acquire a target query distance that matches the current flight speed of the aircraft; Adjusting the query distance along the flight direction of the aircraft within the target query range to the target query distance; The maximum height within the adjusted target query range is queried in the real-time local elevation map.

13. The flight control method according to any one of claims 1 to 4, characterized in that: The method further comprises: During the operation of the aircraft, if the flight speed of the aircraft is less than a preset speed threshold, obtaining a target climbing altitude; Determining a target operating altitude of the aircraft according to the target climbing altitude and the current operating altitude; The aircraft is controlled to climb until the flight altitude of the aircraft reaches the target operating altitude.

14. The flight control method according to claim 13, characterized in that: The target climbing height is determined according to at least one of the type of crops in the current operation area, the current growth cycle of the crops, and the current height of the crops.

15. The flight control method according to claim 13, characterized in that: The step of controlling the aircraft to climb until the flight altitude of the aircraft reaches the target operating altitude further includes: When the flight speed of the aircraft is greater than or equal to the preset speed threshold, the aircraft is controlled to descend to a set operating altitude.

16. The flight control method according to any one of claims 1 to 4, characterized in that: The method further comprises: Obtaining location information of obstacles during the operation of the aircraft according to a target operation route, wherein the target operation route is obtained according to the operation area selected by the user and the preset obstacle area planning; When it is determined according to the position information that the obstacle is located within the preset obstacle area or outside the operating area, the aircraft is prohibited from performing an obstacle avoidance operation.

17. The flight control method according to claim 16, characterized in that: After obtaining the location information of the obstacle, the method further includes: When it is determined according to the position information that the obstacle is located within the operating area and outside the preset obstacle area, the aircraft is controlled to perform an obstacle avoidance operation according to the position information.

18. A flight control method, characterized in that: include: Get the current flight altitude of the aircraft; When the current flight altitude of the aircraft is less than or equal to a first altitude threshold, determining the flight altitude of the aircraft according to a real-time local elevation map of the environment in which the aircraft is located; When the current flight altitude of the aircraft is greater than the first altitude threshold and less than or equal to the second altitude threshold, determining the flight altitude of the aircraft according to a real-time local elevation map of the environment in which the aircraft is located and data collected in real time by a depth sensor of the aircraft; When the current flight altitude of the aircraft is greater than the second altitude threshold, determining the flight altitude of the aircraft according to data collected in real time by the depth sensor of the aircraft; The aircraft is controlled to fly according to the flight altitude.

19. A flight control device, characterized in that: The invention comprises a memory and a processor, wherein the memory is used to store a computer program, and the processor is used to execute the computer program and implement the flight control method according to any one of claims 1 to 18 when executing the computer program.

20. An aircraft, characterized in that: include: Body; A depth sensor, disposed on the body, for realizing distance measurement of the aircraft; A power system, provided in the body, for providing flight power for the aircraft; A flight control device, arranged on the aircraft body, is used to implement the flight control method as described in any one of claims 1 to 18.

21. A storage medium for computer-readable storage, characterized in that: The storage medium stores one or more programs, and the one or more programs can be executed by one or more processors to implement the flight control method according to any one of claims 1-18.

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