A method for determining a take-off and landing area of a UAV and related apparatus

Abstract

Embodiments of the present application disclose a method and related device for determining a take-off and landing area of an unmanned aerial vehicle (UAV), which is used for automatically determining the take-off and landing area. The method comprises: determining a target area corresponding to a specified region on a digital map according to environmental information of the specified region; performing division processing on the target area to obtain a plurality of sub-regions; for each sub-region, generating a plurality of airport areas on the digital map based on an equal-distance arrangement algorithm, at least a preset proportion of the airport areas overlapping with the sub-region; for each airport area in the sub-region, performing offset processing on the airport area according to an offset point generated based on an offset arrangement algorithm; and for each airport area, determining a target take-off and landing area in the airport area.

Description

Technical Field

[0001] This application relates to the field of unmanned aerial vehicles (UAVs), and more particularly to a method and related apparatus for determining the take-off and landing area of ​​a UAV. Background Technology

[0002] With the continuous development of drone technology, drones have been widely used in aerial photography, agriculture, environmental monitoring, infrastructure inspection, and other fields, offering advantages such as high flexibility and low cost, thus improving mission efficiency. However, to ensure safety, the selection of drone take-off and landing areas requires careful consideration. Current solutions rely on the operator's personal experience and subjective judgment to select these areas.

[0003] However, in existing solutions, the selection of drone take-off and landing areas is done manually. In scenarios involving large-scale drone applications, manual selection is subjective, the safety of manually selected drone take-off and landing areas cannot be guaranteed, and the efficiency of manual selection is low, which cannot meet the actual mission requirements. Summary of the Invention

[0004] This application provides a method and related apparatus for determining the take-off and landing area of ​​an unmanned aerial vehicle (UAV), which is used to automatically determine the take-off and landing area.

[0005] The first aspect of this application provides a method for determining the take-off and landing area of ​​a UAV, including:

[0006] Determine the target area corresponding to the specified region on the digital map based on the environmental information of the specified region;

[0007] The target region is divided into multiple sub-regions;

[0008] For each of the sub-regions, multiple airport regions are generated on the digital map based on an equidistant arrangement algorithm, and at least a predetermined proportion of the airport regions overlap with the sub-regions.

[0009] For each airport area in the sub-region, the airport area is offset according to the offset point generated by the offset layout algorithm;

[0010] For each of the airport areas, a target take-off and landing area is determined within that airport area.

[0011] Optionally, before determining the target area corresponding to the specified region on the digital map based on the environmental information of the specified region, the method further includes:

[0012] Obtain the environmental information and correction information to be processed in the specified region;

[0013] The environmental information to be processed is corrected using the correction information, and noise removal and format unification are performed to obtain the environmental information of the specified region.

[0014] Optionally, the process of dividing the target region into multiple sub-regions includes:

[0015] An origin is randomly generated in the target area, and a dividing line is generated at preset angle intervals based on the origin and a predetermined direction, so as to divide the target area into multiple sub-areas through the dividing line;

[0016] or,

[0017] The target area is divided into multiple sub-regions based on at least one predetermined horizontal dividing line and / or at least one predetermined vertical dividing line.

[0018] Optionally, for each of the sub-regions, multiple airport areas are generated on the digital map based on an equidistant layout algorithm, including:

[0019] For each of the sub-regions, a first airport region is generated on the digital map. The airport region is circular on the digital map, and the radius of the first airport region is one-quarter of the maximum range of the specified drone model.

[0020] On the digital map, at least one second airport area is generated at equal distances in a preset first direction, based on the first airport area. At least one third airport area is generated at equal distances in a preset second direction, based on the first airport area and the second airport area. The radii of the second airport area and the third airport area are both one-quarter of the maximum range of the drone of the specified model.

[0021] or,

[0022] For each of the sub-regions, multiple non-overlapping airport areas are generated at equal intervals within the sub-region.

[0023] Optionally, the step of offsetting each airport area in the sub-region according to the offset point generated by the offset layout algorithm includes:

[0024] For each airport region in the sub-region, multiple discrete points are randomly generated within the offset region. The offset region is the difference between the airport region and the calculation region, and the calculation region is the intersection region of the airport region and other airport regions.

[0025] The center point is obtained by calculating the coordinate information of the multiple discrete points, and the offset point is determined at a target distance from the center point. The target distance is a randomly generated distance.

[0026] The airport area is offset to the location of a circle centered at the offset point and with a radius equal to the radius of the airport area.

[0027] or,

[0028] For each airport area in the sub-region, an offset point is determined at a target distance from the center of the airport area, and the airport area is offset based on the offset point. The target distance is a randomly generated distance.

[0029] Optionally, after generating multiple airport areas on the digital map based on the equidistant layout algorithm for each of the sub-regions, and before performing offset processing on each airport area in the sub-regions according to the offset point generated based on the offset layout algorithm, the method further includes:

[0030] Determine whether the coverage rate is greater than a first preset threshold, wherein the coverage rate is the ratio of the area of ​​the intersection region of the calculation region and the sub-region to the area of ​​the sub-region, and the calculation region is the union region of all the airport regions;

[0031] If not, at least one fourth airport area is generated on the digital map such that the coverage is greater than the first preset threshold, and the radius of the fourth airport area is less than one-quarter of the maximum range of the specified drone model.

[0032] If so, then the first objective step is to perform offset processing on each of the airport areas in the sub-regions according to the offset points generated by the offset layout algorithm;

[0033] After offsetting each airport area in the sub-region according to the offset point generated by the offset layout algorithm, the method further includes, before determining the respective target take-off and landing area for each airport area:

[0034] Determine whether the coverage rate is greater than a second preset threshold, wherein the second preset threshold is greater than the first preset threshold;

[0035] If it is less than or equal to, then return to the first target step until the coverage rate is greater than the second preset threshold;

[0036] If the value is greater than the target value, then the second target step is executed, which is to determine the target take-off and landing area for each of the airport areas.

[0037] Optionally, for each of the airport areas, determining a respective target take-off and landing area within the airport area includes:

[0038] For each of the airport areas, multiple candidate take-off and landing areas are randomly generated within the airport area;

[0039] Based on the environmental information, the index values ​​of each candidate take-off and landing area for multiple preset indicators are obtained;

[0040] A weighted average is calculated based on multiple preset indicator weight coefficients and the normalized indicator values ​​to obtain a comprehensive score for each candidate take-off and landing area.

[0041] The target take-off and landing area corresponding to the airport area is determined based on the comprehensive score of each candidate take-off and landing area.

[0042] Optionally, determining the target take-off and landing area corresponding to the airport area based on the comprehensive score of each of the candidate take-off and landing areas includes:

[0043] The comprehensive score of each candidate take-off and landing area is adjusted based on preset constraints.

[0044] From all the candidate take-off and landing areas within the airport area, select a predetermined number of pre-selected take-off and landing areas with the highest comprehensive scores;

[0045] The coordinates of the pre-selected take-off and landing areas are subjected to cross-variation processing to obtain the new take-off and landing areas;

[0046] The region with the highest overall score among the pre-selected take-off and landing regions and the newly selected take-off and landing regions is determined as the take-off and landing region to be determined.

[0047] The take-off and landing areas to be determined are then optimized.

[0048] Determine whether the preset termination condition is met;

[0049] If not satisfied, the set of the pre-selected take-off and landing areas and the newly created take-off and landing areas will be used as new candidate take-off and landing areas, and the specified steps will be returned to be executed until the preset termination condition is met. The specified steps are to select a preset number of pre-selected take-off and landing areas with the highest comprehensive scores from all the candidate take-off and landing areas in the airport area.

[0050] If the conditions are met, the undetermined takeoff and landing area is determined as the target takeoff and landing area corresponding to the airport area;

[0051] or,

[0052] The candidate take-off and landing area with the highest comprehensive score is determined as the target take-off and landing area corresponding to the airport area.

[0053] A second aspect of this application provides a takeoff and landing area determination device, comprising:

[0054] The determining unit is used to determine the target area corresponding to the specified area on a digital map based on the environmental information of the specified area;

[0055] A partitioning unit is used to partition the target region to obtain multiple sub-regions;

[0056] The arrangement unit is used to generate multiple airport areas on the digital map for each of the sub-regions based on an equidistant arrangement algorithm, wherein at least a preset proportion of the airport areas overlaps with the sub-regions.

[0057] An offset unit is used to offset each airport area in the sub-region according to an offset point generated based on an offset layout algorithm.

[0058] The determining unit is further configured to determine, for each of the airport areas, a target take-off and landing area within the airport area.

[0059] A third aspect of this application provides a take-off and landing area determination device, comprising:

[0060] Central processing unit, memory, and input / output interfaces;

[0061] The memory is either a short-term storage memory or a persistent storage memory;

[0062] The central processing unit is configured to communicate with the memory and execute instructions in the memory to perform the aforementioned method.

[0063] A fourth aspect of this application provides a computer-readable storage medium including instructions that, when executed on a computer, cause the computer to perform the aforementioned method.

[0064] As can be seen from the above technical solutions, the embodiments of this application have the following advantages:

[0065] First, the target area corresponding to the specified region is determined on a digital map based on the environmental information of the designated area. Then, the target area is divided into multiple sub-regions. Next, for each sub-region, multiple airport areas are generated on the digital map based on an equidistant layout algorithm. Then, for each airport area in the sub-region, the airport area is offset according to the offset point generated by the offset layout algorithm. Finally, for each airport area, its respective target take-off and landing area is determined within the airport area. This method can divide the target area, arrange it at equal distances and randomly offset, and then select the target take-off and landing area from the airport areas. It automatically collects relevant information and selects the target take-off and landing area of ​​the UAV without manual intervention, which is highly safe and efficient. Moreover, the related steps have synergistic advantages, ensuring the integrity, uniformity and sufficiency of airport area coverage, and meeting the actual mission requirements. Attached Figure Description

[0066] Figure 1 This is a schematic diagram of an embodiment of a method for determining the take-off and landing area of ​​a drone disclosed in this application;

[0067] Figure 2 This is a schematic diagram of another embodiment of a method for determining the take-off and landing area of ​​a drone disclosed in this application;

[0068] Figure 3 This is a schematic diagram illustrating the division of the target area as disclosed in this application;

[0069] Figure 4 This is a schematic diagram of the equidistant arrangement disclosed in this application;

[0070] Figure 5 This is a supplementary schematic diagram of the equidistant arrangement and edges disclosed in this application;

[0071] Figure 6 This is a schematic diagram of the random offset arrangement disclosed in this application;

[0072] Figure 7 This is a schematic diagram of an embodiment of a take-off and landing area determination device disclosed in this application;

[0073] Figure 8 This is a schematic diagram of another embodiment of the take-off and landing area determination device disclosed in this application. Detailed Implementation

[0074] The present application will be further described in detail below with reference to the accompanying drawings.

[0075] This application provides a method and related apparatus for determining the take-off and landing area of ​​an unmanned aerial vehicle (UAV), which is used to automatically determine the take-off and landing area.

[0076] Flight safety of unmanned aerial vehicles (UAVs) has always been a highly valued issue in the industry. The selection of UAV takeoff and landing points directly affects the safety of UAV takeoff and landing, and also impacts mission efficiency. Improper selection of takeoff and landing points may lead to risks such as accidental collisions, electromagnetic interference, and obstructed vision, and may even cause UAV crashes or personnel injuries. Existing solutions rely on the operator's personal experience to select takeoff and landing areas. However, manual selection is subjective, lacks consideration, cannot guarantee safety, and is inefficient, failing to meet mission requirements. To address these issues, this application provides a method and apparatus for determining the takeoff and landing area of ​​a UAV. This method can automatically generate the target takeoff and landing area of ​​the UAV based on more detailed and objective information, ensuring safety, reducing risks, eliminating the need for manual intervention, and achieving high selection efficiency, thus meeting actual mission requirements.

[0077] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0078] The terms "first," "second," "third," "fourth," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0079] The following describes a method for determining the take-off and landing area of ​​a UAV according to this application. Please refer to [link / reference]. Figure 1 One embodiment of the method for determining the take-off and landing area of ​​a drone according to this application includes:

[0080] 101. Determine the target area corresponding to the specified region on the digital map based on the environmental information of the specified region;

[0081] Based on the environmental information of the designated area, the target area corresponding to that area is determined on a digital map. The designated area is a specific location where a drone needs to be deployed for a mission; this can be selected based on actual needs. Environmental information describes the area's environment, such as 3D coordinates, obstacle conditions, and slope. Specifically, after collecting the environmental information of the designated area, a corresponding target area is generated on the digital map using this information. The target area is a scaled-down representation of the designated area on the take-off and landing area determination device. The target area has the same shape as the designated area; since the shape of the designated area is unrestricted, the shape of the target area is also unrestricted.

[0082] 102. Divide the target area into multiple sub-regions;

[0083] The target region is divided into multiple sub-regions. Regardless of the shape of the target region, it can be divided according to a predetermined method to obtain multiple sub-regions. Division can be based on angles or predetermined dividing lines; the specific method is not limited here.

[0084] 103. For each sub-region, generate multiple airport areas on the digital map based on the equidistant layout algorithm;

[0085] For each sub-region, multiple airport areas are generated on the digital map based on an equidistant layout algorithm. Each airport area must overlap with at least a predetermined percentage of the sub-region. This predetermined percentage can be set according to actual conditions; for example, if the predetermined percentage is set to 50%, then at least half of the airport area must overlap with the sub-region. The equidistant layout algorithm requires that the distance between some or all airport areas be the same, and this consistent distance is maintained during the setup process.

[0086] 104. For each airport area in the sub-region, perform offset processing on the airport area based on the offset point generated by the offset layout algorithm;

[0087] For each airport area within the sub-regions, the airport area is offset based on the offset points generated by the offset layout algorithm. The offset layout algorithm can randomly generate offset points or generate offset points that meet preset conditions, and then the entire airport area is offset towards the offset points to cover more sub-regions.

[0088] 105. For each airport area, determine the target take-off and landing area within the airport area.

[0089] For each airport area, a target take-off and landing area is determined within that area. Specifically, the airport areas can be evaluated, and the areas with higher evaluation scores are designated as the target take-off and landing areas for that airport area. Each airport area has one target take-off and landing area.

[0090] In this embodiment, the target area corresponding to the specified region is first determined on a digital map based on the environmental information of the specified region. Then, the target area is divided into multiple sub-regions. Next, for each sub-region, multiple airport areas are generated on the digital map based on an equidistant layout algorithm. Then, for each airport area in the sub-region, the airport area is offset based on the offset point generated by the offset layout algorithm. Finally, for each airport area, its respective target take-off and landing area is determined within the airport area. This allows for the division, equidistant layout, and random offset layout of the target area, and the selection of target take-off and landing areas from the airport areas. It automatically collects relevant information and selects the target take-off and landing areas for UAVs without manual intervention, ensuring high security and high selection efficiency. The related steps have synergistic advantages, ensuring the integrity, uniformity, and sufficiency of airport area coverage, thus meeting the actual mission requirements.

[0091] Please see Figures 2 to 6 Another embodiment of the method for determining the take-off and landing area of ​​a drone according to this application includes:

[0092] 201. Obtain the environmental information and correction information for the specified area;

[0093] Acquire unprocessed environmental information and correction information for a designated area. The unprocessed environmental information refers to collected, unprocessed data, such as digital elevation model (DEM) data and digital surface models, which can be obtained through remote sensing satellites or aerial photography. The correction information is more precise coordinate information, such as real-time motion relative positioning control point (MRC) information, which can be collected through ground-based laser scanning and other technologies. The designated area is a specific location where the UAV needs to be deployed for the mission; this can be selected based on actual requirements.

[0094] 202. Correct the environmental information to be processed by using the correction information, and perform noise removal and format unification processing to obtain the environmental information of the specified area;

[0095] The environmental information to be processed is corrected using correction information, and noise removal and format unification are performed to obtain environmental information for a specified region. Specifically, data from different sources are unified to the same spatial reference system (e.g., WGS84), and the environmental information to be processed is geometrically corrected using correction information, followed by noise reduction through filtering and hole filling. Then, all data are converted to a unified format, such as GeoTiff. After obtaining the environmental information for the specified region, spatial and attribute indexes can be constructed, and the environmental information can be stored to improve the efficiency of subsequent data access.

[0096] 203. Determine the target area corresponding to the specified region on the digital map based on the environmental information of the specified region;

[0097] The target area corresponding to the designated region is determined on a digital map based on the environmental information of the designated region. The environmental information describes the region's environment, such as 3D coordinates, obstacle conditions, and slope. Specifically, after collecting the environmental information of the designated region, a corresponding target area is generated on the digital map using this information. The target area is a scaled-down representation of the designated region on the take-off and landing area determination device. The target area has the same shape as the designated region, and since the shape of the designated region is not limited, the shape of the target area is also not limited.

[0098] 204. Divide the target area into multiple sub-regions;

[0099] The target region is divided into multiple sub-regions. Regardless of the shape of the target region, it can be divided according to a predetermined method to obtain multiple sub-regions. Division can be based on angles or predetermined dividing lines; the specific method is not limited here. For ease of explanation, the target region will be described as a circle below.

[0100] In one implementation, an origin is randomly generated within the target area, and a dividing line is generated at preset angle intervals, using the origin and a predetermined direction as a reference, to divide the target area into multiple sub-regions. For example, please refer to... Figure 3 The target area is circular, and the randomly generated origin is exactly the center point of the circle. Assuming the predetermined direction is due east and the preset angle is 30 degrees, then starting from the horizontal dividing line on the right, a dividing line is generated every 30 degrees counterclockwise, dividing the target area into 12 sectors (i.e., sub-regions).

[0101] In another implementation, the target area is divided into multiple sub-regions based on at least one predetermined horizontal dividing line and / or at least one predetermined vertical dividing line. Simply put, the target area is divided horizontally and / or vertically into multiple sub-regions.

[0102] 205. For each sub-region, generate multiple airport areas on the digital map based on the equidistant layout algorithm;

[0103] For each sub-region, multiple airport areas are generated on the digital map based on an equidistant layout algorithm. Each airport area overlaps with at least a predetermined percentage of the sub-region. This predetermined percentage can be set according to actual conditions; for example, if the predetermined percentage is set to 50%, then at least half of the airport area must overlap with the sub-region. There are several ways to generate multiple airport areas using the equidistant layout algorithm, and no specific limitation is made here. Two implementation methods are described below.

[0104] In one embodiment, for each sub-region, a first airport area is generated on the digital map. The airport area is circular on the digital map, and the radius of the first airport area is one-fourth of the maximum mileage of the drone of the specified model. Then, on the digital map, taking the first airport area as a reference, at least one second airport area is generated equidistantly in a preset first direction, and taking the first airport area and the second airport area as references, at least one third airport area is generated equidistantly in a preset second direction. The radii of the second airport area and the third airport area are both one-fourth of the maximum mileage of the drone of the specified model. Briefly speaking, the first airport area, the second airport area, and the third airport area are all circular with the same size, and the radius of the circle is one-fourth of the maximum mileage of the drone of the specified model, ensuring that the drone can successfully make a round trip in the airport area. The first direction and the second direction can be preset according to the actual situation, and specific details are not limited here. The equidistant distance can be calculated by the overlap ratio coefficient. Set the overlap ratio coefficient k (0 < k < 1). The larger k is, the higher the overlap degree. Then the distance d between two airport areas = the diameter of the airport area * (1 - k), and k can be preset according to actual needs. For example, please refer to Figure 4 , the sector is a certain sub-region, and the circle is the airport area. Assume that the preset first direction is due east (i.e., to the right), and the second direction is the direction from top to bottom along the arc. Generate the first airport area (i.e., the circle in the upper left corner), and then along the due east direction, multiple second airport areas (i.e., all the circles in the first row except the first airport area) are generated at intervals of distance d, and then along the second direction, multiple third airport areas (the circles except the first airport area and the second airport area) are generated.

[0105] In another embodiment, for each sub-region, multiple non-overlapping airport areas can be generated equidistantly within the sub-region. For example, multiple non-overlapping circles, that is, multiple airport areas, are generated within the sector.

[0106] 206. Determine whether the coverage rate is greater than the first preset threshold. If not, execute step 207 and then step 208. If so, execute step 208;

[0107] The coverage rate is the ratio of the area of the intersection area of the calculation area and the sub-region to the area of the sub-region. The calculation area is the union area of all airport areas. Briefly speaking, that is, the ratio of the area covered by the airport area in the sub-region to the area of the uncovered area is the coverage rate. The first preset threshold can be set according to actual needs, such as 95%.

[0108] 207. Generate at least one fourth airport area on the digital map such that the coverage rate is greater than the first preset threshold;

[0109] If the coverage rate is less than or equal to a first preset threshold, at least one fourth airport area is generated on the digital map that results in a coverage rate greater than the first preset threshold. The radius of the fourth airport area is less than one-quarter of the maximum range of the specified drone model. Simply put, a fourth airport area smaller than the first airport area is used to cover the sub-region. For example, please refer to [link to relevant documentation]. Figure 5 The area is divided into fan-shaped regions, with the large circle representing the first airport region, the second airport region, and the third airport region, and the small circle representing the fourth airport region. The fourth airport region is generated for coverage until the coverage rate is greater than the first preset threshold.

[0110] 208. For each airport area in the sub-region, perform offset processing on the airport area based on the offset layout algorithm;

[0111] For each airport area within the sub-region, the airport area is offset based on the offset point generated by the offset layout algorithm. The offset layout algorithm can randomly generate or generate offset points that meet preset conditions, and then offset the entire airport area towards the offset point to cover more sub-regions. There are various possible scenarios, which are not limited here. Two implementation methods are described below.

[0112] Please see Figure 6 In one implementation, for each airport area within the subdivided region, multiple discrete points are first randomly generated within an offset region. The offset region is the difference between the airport area and the calculation region, and the calculation region is the intersection of the airport area and other airport areas. Next, the center point is calculated based on the coordinates of the discrete points, and an offset point is determined at a target distance from the center point. This target distance is randomly generated. Finally, the airport area is offset to the location of a circle centered at the offset point and with a radius equal to the radius of the airport area. Specifically, the offset region corresponding to each airport area is first determined. Discrete points are randomly generated within the offset region. The coordinates of the center point are obtained by summing the x-axis coordinates of the discrete points and dividing by the number of points, and then by summing the y-axis coordinates of the discrete points and dividing by the number of points. The target distance is a randomly generated distance, generally less than the radius of the first airport area. After obtaining the offset point, the airport area is offset.

[0113] In another implementation, for each airport area in the sub-region, an offset point is determined at a target distance from the center of the airport area, and the airport area is offset based on the offset point, wherein the target distance is a randomly generated distance.

[0114] 209. Determine whether the coverage rate is greater than the second preset threshold. If not, return to step 208. If yes, proceed to step 210.

[0115] The second preset threshold is greater than the first preset threshold, and is generally set to 98%.

[0116] 210. For each airport area, determine the target take-off and landing area within the airport area.

[0117] For each airport area, a target take-off and landing area is determined within that area. Specifically, for each airport area, multiple candidate take-off and landing areas are first randomly generated. Then, based on environmental information, the indicator values ​​for multiple preset indicators are obtained for each candidate take-off and landing area. Next, a weighted average is calculated based on the preset indicator weighting coefficients and the normalized indicator values ​​to obtain a comprehensive score for each candidate take-off and landing area. Finally, the target take-off and landing area corresponding to the airport area is determined based on the comprehensive score of each candidate take-off and landing area. The preset indicators include ground flatness, obstacle conditions, visibility, and consistency of prevailing wind direction. Regarding the calculation of the comprehensive score, for example, for a candidate take-off and landing area, the weight coefficients of the four preset indicators—ground flatness, obstacle conditions, visibility, and consistency of prevailing wind direction—are 0.3, 0.25, 0.35, and 0.1, respectively, and the normalized indicator values ​​are 0.5, 0.3, 0.1, and 0.8, respectively. Then, the comprehensive score of the candidate take-off and landing area is 0.3*0.5+0.25*0.3+0.35*0.1+0.1*0.8=0.34.

[0118] Determining the target take-off and landing area corresponding to the airport area based on the comprehensive score of each candidate take-off and landing area can be implemented in at least two ways, which are not limited here. In one implementation, the candidate take-off and landing area with the highest comprehensive score is determined as the target take-off and landing area corresponding to the airport area. Directly selecting the candidate take-off and landing area with the highest current comprehensive score is relatively fast, but it is likely to result in a local optimum rather than a global optimum.

[0119] In another implementation, the overall score of each candidate take-off and landing area is first adjusted based on preset constraints. Then, a preset number of pre-selected take-off and landing areas with the highest overall scores are selected from all candidate take-off and landing areas within the airport area. Next, the coordinates of the pre-selected take-off and landing areas are cross-mutated to obtain new take-off and landing areas. The pre-selected take-off and landing areas and the area with the highest overall score among the new take-off and landing areas are then determined as the take-off and landing areas to be determined. Subsequently, the areas to be determined are optimized, and it is determined whether a preset termination condition is met. If not, the set of pre-selected take-off and landing areas and the new take-off and landing areas is used as a new set of candidate take-off and landing areas, and the process returns to the specified steps until the preset termination condition is met. The specified steps involve selecting a preset number of pre-selected take-off and landing areas with the highest overall scores from all candidate take-off and landing areas within the airport area. If the condition is met, the area to be determined is determined as the target take-off and landing area corresponding to the airport area. Specifically, the preset conditions can be set according to actual needs. For example, if the average ground elevation difference is not less than 2 meters or there are obstacles, the score is directly adjusted to 0. The coordinates are subjected to cross-mutation processing. For example, a pre-selected take-off and landing area includes multiple take-off and landing points. Suppose there are only two take-off and landing points with coordinates (a, b) and (a, c). Mutation processing is applied to this pre-selected take-off and landing area to obtain (a, d) and (a, c), i.e., changing the values ​​in the coordinates. If the coordinates of one pre-selected take-off and landing area are (a, b) and (a, c), and the coordinates of another pre-selected take-off and landing area are (a, d) and (a, f), cross-mutation processing is applied, resulting in the coordinates of one pre-selected take-off and landing area being (a, d) and (a, c), and the coordinates of the other pre-selected take-off and landing area being (a, b) and (a, f). This involves swapping the coordinates of one take-off and landing point in one pre-selected take-off and landing area with the coordinates of one take-off and landing point in the other pre-selected take-off and landing area. This process is repeated after filtering and optimization, i.e., perturbing the coordinates and shape of the area. The preset termination condition is whether the current iteration count is the maximum, or whether the current comprehensive score is the highest globally.

[0120] In this embodiment, the target area can be divided, evenly spaced, and randomly offset. The target take-off and landing area is then selected from the airport area. Relevant information is automatically collected, and the target take-off and landing area for the UAV is selected. This process requires no manual intervention, ensuring high security and high selection efficiency. Furthermore, the related steps have synergistic advantages, ensuring the integrity, uniformity, and sufficiency of airport area coverage, meeting actual mission requirements. In addition, area division ensures adaptability to areas of any shape, evenly spaced arrangement achieves uniform coverage of sub-areas, and random offset maximizes the filling of any missing blind spots. These three steps complement each other, automating and intelligently deploying the area. Deployment parameters and strategies can be adjusted according to actual needs, fully utilizing UAV endurance information, flexibly adapting to various area shapes and sizes, and facilitating hierarchical processing to improve efficiency.

[0121] The above describes a method for determining the take-off and landing area of ​​a UAV according to an embodiment of this application. The following describes a device for determining the take-off and landing area according to an embodiment of this application. Please refer to... Figure 7 One embodiment of a take-off and landing area determination device in this application includes:

[0122] The determining unit 701 is used to determine the target area corresponding to the specified area on a digital map based on the environmental information of the specified area;

[0123] The partitioning unit 702 is used to partition the target region to obtain multiple sub-regions;

[0124] The arrangement unit 703 is used to generate multiple airport areas on the digital map for each of the sub-regions based on an equidistant arrangement algorithm, wherein at least a preset proportion of the airport areas overlaps with the sub-regions.

[0125] Offset unit 704 is used to offset each airport area in the sub-region according to the offset point generated by the offset layout algorithm.

[0126] The determining unit 701 is further configured to determine a target take-off and landing area for each of the airport areas within the airport area.

[0127] In this embodiment, the determining unit 701 first determines the target area corresponding to the specified region on a digital map based on the environmental information of the specified region. Then, the dividing unit 702 divides the target area into multiple sub-regions. Next, the arrangement unit 703 generates multiple airport areas on the digital map for each sub-region based on an equidistant arrangement algorithm. The offset unit 704 then offsets each airport area in the sub-regions according to the offset points generated by the offset arrangement algorithm. Finally, for each airport area, its respective target take-off and landing area is determined within the airport area. This allows for the division, equidistant arrangement, and random offset arrangement of the target area, and the selection of target take-off and landing areas from the airport areas. It automatically collects relevant information and selects the target take-off and landing areas for the UAV without manual intervention, ensuring high security and selection efficiency. Furthermore, the related steps have synergistic advantages, ensuring the integrity, uniformity, and sufficiency of airport area coverage, thus meeting actual mission requirements.

[0128] The following is a detailed description of a takeoff and landing area determination device according to an embodiment of this application. Another embodiment of the takeoff and landing area determination device according to an embodiment of this application includes:

[0129] The determining unit is used to determine the target area corresponding to the specified area on a digital map based on the environmental information of the specified area;

[0130] A partitioning unit is used to partition the target region to obtain multiple sub-regions;

[0131] The arrangement unit is used to generate multiple airport areas on the digital map for each of the sub-regions based on an equidistant arrangement algorithm, wherein at least a preset proportion of the airport areas overlaps with the sub-regions.

[0132] An offset unit is used to offset each airport area in the sub-region according to an offset point generated based on an offset layout algorithm.

[0133] The determining unit is further configured to determine, for each of the airport areas, a target take-off and landing area within the airport area.

[0134] The takeoff and landing area determination device also includes a correction unit 705, used for:

[0135] Obtain the environmental information and correction information to be processed in the specified region;

[0136] The environmental information to be processed is corrected using the correction information, and noise removal and format unification are performed to obtain the environmental information of the specified region.

[0137] Dividing into units, specifically used for:

[0138] An origin is randomly generated in the target area, and a dividing line is generated at preset angle intervals based on the origin and a predetermined direction, so as to divide the target area into multiple sub-areas through the dividing line;

[0139] or,

[0140] The target area is divided into multiple sub-regions based on at least one predetermined horizontal dividing line and / or at least one predetermined vertical dividing line.

[0141] Arrangement units, specifically used for:

[0142] For each of the sub-regions, a first airport region is generated on the digital map. The airport region is circular on the digital map, and the radius of the first airport region is one-quarter of the maximum range of the specified drone model.

[0143] On the digital map, at least one second airport area is generated at equal distances in a preset first direction, based on the first airport area. At least one third airport area is generated at equal distances in a preset second direction, based on the first airport area and the second airport area. The radii of the second airport area and the third airport area are both one-quarter of the maximum range of the drone of the specified model.

[0144] or,

[0145] For each of the sub-regions, multiple non-overlapping airport areas are generated at equal intervals within the sub-region.

[0146] Offset units, specifically used for:

[0147] For each airport region in the sub-region, multiple discrete points are randomly generated within the offset region. The offset region is the difference between the airport region and the calculation region, and the calculation region is the intersection region of the airport region and other airport regions.

[0148] The center point is obtained by calculating the coordinate information of the multiple discrete points, and the offset point is determined at a target distance from the center point. The target distance is a randomly generated distance.

[0149] The airport area is offset to the location of a circle centered at the offset point and with a radius equal to the radius of the airport area.

[0150] or,

[0151] For each airport area in the sub-region, an offset point is determined at a target distance from the center of the airport area, and the airport area is offset based on the offset point. The target distance is a randomly generated distance.

[0152] The takeoff and landing area determination device also includes a judgment unit, used for:

[0153] Determine whether the coverage rate is greater than a first preset threshold, wherein the coverage rate is the ratio of the area of ​​the intersection region of the calculation region and the sub-region to the area of ​​the sub-region, and the calculation region is the union region of all the airport regions;

[0154] If not, at least one fourth airport area is generated on the digital map such that the coverage is greater than the first preset threshold, and the radius of the fourth airport area is less than one-quarter of the maximum range of the specified drone model.

[0155] If so, then the first objective step is to perform offset processing on each of the airport areas in the sub-regions according to the offset points generated by the offset layout algorithm;

[0156] The decision unit is also used for:

[0157] Determine whether the coverage rate is greater than a second preset threshold, wherein the second preset threshold is greater than the first preset threshold;

[0158] If it is less than or equal to, then return to the first target step until the coverage rate is greater than the second preset threshold;

[0159] If the value is greater than the target value, then the second target step is executed, which is to determine the target take-off and landing area for each of the airport areas.

[0160] The specific unit is also used for:

[0161] For each of the airport areas, multiple candidate take-off and landing areas are randomly generated within the airport area;

[0162] Based on the environmental information, the index values ​​of each candidate take-off and landing area for multiple preset indicators are obtained;

[0163] A weighted average is calculated based on multiple preset indicator weight coefficients and the normalized indicator values ​​to obtain a comprehensive score for each candidate take-off and landing area.

[0164] The target take-off and landing area corresponding to the airport area is determined based on the comprehensive score of each candidate take-off and landing area.

[0165] The specific unit is also used for:

[0166] The comprehensive score of each candidate take-off and landing area is adjusted based on preset constraints.

[0167] From all the candidate take-off and landing areas within the airport area, select a predetermined number of pre-selected take-off and landing areas with the highest comprehensive scores;

[0168] The coordinates of the pre-selected take-off and landing areas are subjected to cross-variation processing to obtain the new take-off and landing areas;

[0169] The region with the highest overall score among the pre-selected take-off and landing regions and the newly selected take-off and landing regions is determined as the take-off and landing region to be determined.

[0170] The take-off and landing areas to be determined are then optimized.

[0171] Determine whether the preset termination condition is met;

[0172] If not satisfied, the set of the pre-selected take-off and landing areas and the newly created take-off and landing areas will be used as new candidate take-off and landing areas, and the specified steps will be returned to be executed until the preset termination condition is met. The specified steps are to select a preset number of pre-selected take-off and landing areas with the highest comprehensive scores from all the candidate take-off and landing areas in the airport area.

[0173] If the conditions are met, the undetermined takeoff and landing area is determined as the target takeoff and landing area corresponding to the airport area;

[0174] or,

[0175] The candidate take-off and landing area with the highest comprehensive score is determined as the target take-off and landing area corresponding to the airport area.

[0176] The functions and processes performed by each unit in the takeoff and landing area determination device in this embodiment are the same as those described above. Figures 1 to 6 The functions and procedures performed by the take-off and landing area determination device are similar, and will not be described in detail here.

[0177] Figure 8 This is a schematic diagram of a take-off and landing area determination device provided in an embodiment of this application. The take-off and landing area determination device 800 may include one or more central processing units (CPUs) 801 and a memory 805, in which one or more application programs or data are stored.

[0178] The memory 805 can be volatile or persistent storage. The program stored in the memory 805 can include one or more modules, each module including a series of instruction operations on the takeoff and landing area determination device 800. Furthermore, the central processing unit 801 can be configured to communicate with the memory 805 and execute the series of instruction operations in the memory 805 on the takeoff and landing area determination device 800.

[0179] The takeoff and landing area determination device 800 may also include one or more power supplies 802, one or more wired or wireless network interfaces 803, one or more input / output interfaces 804, and / or one or more operating systems, such as Windows Server™, Mac OS X™, Unix™, Linux™, FreeBSD™, etc.

[0180] The central processing unit 801 can perform the aforementioned... Figures 1 to 6 The specific operations performed by the take-off and landing area determination device in the illustrated embodiment will not be described in detail here.

[0181] This application also provides a computer-readable storage medium including instructions that, when executed on a computer, cause the computer to perform the methods described in the foregoing embodiments.

[0182] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0183] It should be noted that although the steps in the flowcharts of the various embodiments are drawn sequentially according to the arrows, unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the various embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps.

[0184] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection between apparatuses or units through some interfaces, and may be electrical, mechanical, or other forms.

[0185] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0186] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0187] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A method for determining the take-off and landing area of ​​a drone, characterized in that, The method comprises the following steps: determining a target area corresponding to a specified region on a digital map according to environmental information of the specified region; dividing the target area to obtain a plurality of sub-regions; generating a plurality of airport areas on the digital map for each sub-region based on an equidistance arrangement algorithm, at least a preset proportion of the airport area overlapping with the sub-region; for each airport area in the sub-region, offsetting the airport area according to an offset point generated based on an offset arrangement algorithm; for each airport area, determining a respective target takeoff and landing area within the airport area, including: for each candidate takeoff and landing area within each airport area, adjusting the comprehensive score of each candidate takeoff and landing area based on a preset constraint condition; selecting a preset number of preselected takeoff and landing areas with the highest comprehensive score from all candidate takeoff and landing areas within the airport area; performing crossover mutation processing on the coordinates of the preselected takeoff and landing areas to obtain a new takeoff and landing area; determining the area with the highest comprehensive score from the preselected takeoff and landing areas and the new takeoff and landing area as a to-be-determined takeoff and landing area; optimizing the to-be-determined takeoff and landing area; determining whether a preset termination condition is met; if not, returning to execute the specified step of selecting a preset number of preselected takeoff and landing areas with the highest comprehensive score from all candidate takeoff and landing areas within the airport area until the preset termination condition is met; if so, determining the to-be-determined takeoff and landing area as the target takeoff and landing area corresponding to the airport area; or, determining the candidate takeoff and landing area with the highest comprehensive score as the target takeoff and landing area corresponding to the airport area.

2. The takeoff / landing area determination method according to claim 1, characterized by, Before determining the target area corresponding to the specified region on the digital map according to the environmental information of the specified region, the method further comprises: obtaining to-be-processed environmental information and correction information of the specified region; correcting the to-be-processed environmental information through the correction information, and performing noise removal and format unification processing to obtain the environmental information of the specified region.

3. The landing area determination method according to claim 1, characterized by, The method further comprises: randomly generating an origin in the target area, and generating a division line every interval of a preset angle based on the origin and a predetermined direction as a reference to divide the target area into a plurality of sub-regions; or, dividing the target area into a plurality of sub-regions based on at least one horizontal division line and / or at least one vertical division line.

4. The landing area determination method according to claim 1, characterized by, The method further comprises: for each sub-region, generating a first airport area on the digital map, the airport area being circular on the digital map, and the radius of the first airport area being one-fourth of the maximum range of a specified model of unmanned aerial vehicle. The at least one second airport area is generated equidistantly from the first airport area in a preset first direction on the digital map, and the at least one third airport area is generated equidistantly from the first airport area and the second airport area in a preset second direction, the radius of the second airport area and the third airport area is one fourth of the maximum range of the unmanned aerial vehicle of the specified model; Or, For each of the sub-areas, a plurality of non-overlapping airport areas are generated equidistantly in the sub-area.

5. The landing area determination method according to claim 1, characterized by, The offsetting of the airport area in each of the sub-areas according to the offset point generated based on the offset arrangement algorithm comprises: For each of the airport areas in the sub-area, a plurality of discrete points are randomly generated in the offset area, the offset area is the difference between the airport area and the operation area, and the operation area is the intersection area of the airport area and other airport areas; The center point is obtained by calculating according to the coordinate information of the plurality of discrete points, and the offset point is determined at a target distance from the center point, and the target distance is a randomly generated distance; The airport area is offset to the position of a circle with the offset point as the center and the radius of the airport area as the radius; Or, For each of the airport areas in the sub-area, the offset point is determined at a target distance from the center of the airport area, and the offsetting of the airport area based on the offset point, and the target distance is a randomly generated distance.

6. The landing area determination method according to claim 1, characterized by, After the plurality of airport areas are generated on the digital map based on the equidistant arrangement algorithm for each of the sub-areas, before the offsetting of the airport area in each of the sub-areas according to the offset point generated based on the offset arrangement algorithm, the method further comprises: determining whether the coverage rate is greater than a first preset threshold, the coverage rate being the ratio of the area of the intersection area of the calculation area and the sub-area to the area of the sub-area, and the calculation area being the union area of all the airport areas; If not, at least one fourth airport area is generated on the digital map to make the coverage rate greater than the first preset threshold, and the radius of the fourth airport area is less than one fourth of the maximum range of the unmanned aerial vehicle of the specified model; If yes, the first target step of offsetting the airport area in each of the sub-areas according to the offset point generated based on the offset arrangement algorithm is performed; After the offsetting of the airport area in each of the sub-areas according to the offset point generated based on the offset arrangement algorithm, before the determination of the respective target take-off and landing area in each of the airport areas, the method further comprises: determining whether the coverage rate is greater than a second preset threshold, the second preset threshold being greater than the first preset threshold; If less than or equal to, return to perform the first target step until the coverage rate is greater than the second preset threshold. If greater, a second target step is executed, which is to determine, for each of the airport regions, a respective target takeoff and landing region within the airport region.

7. The landing area determination method according to claim 1, characterized by, The determining, for each of the airport regions, a respective target takeoff and landing region within the airport region comprises: randomly generating, for each of the airport regions, a plurality of candidate takeoff and landing regions within the airport region; obtaining, according to the environmental information, an index value of each of the candidate takeoff and landing regions with respect to a plurality of preset indexes; performing weighted average calculation according to a plurality of preset index weight coefficients and the normalized index values to obtain a comprehensive score of each of the candidate takeoff and landing regions; determining the target takeoff and landing region corresponding to the airport region based on the comprehensive score of each of the candidate takeoff and landing regions.

8. A takeoff and landing area determination apparatus characterized by comprising: comprise: a determining unit configured to determine, according to environmental information of a specified region, a target region corresponding to the specified region on a digital map; a dividing unit configured to divide the target region to obtain a plurality of sub-regions; an arranging unit configured to, for each of the sub-regions, generate a plurality of airport regions on the digital map based on an equal-distance arrangement algorithm, at least a preset proportion of the airport regions overlapping with the sub-regions; an offset unit configured to, for each of the airport regions in the sub-regions, perform offset processing on the airport region according to an offset point generated based on an offset arrangement algorithm; The determining unit is further configured to, for each of the airport regions, determine a respective target takeoff and landing region within the airport region, comprising: adjusting, for each of the candidate takeoff and landing regions within each of the airport regions, a comprehensive score of each of the candidate takeoff and landing regions based on a preset constraint condition; selecting, from all the candidate takeoff and landing regions within the airport region, a preset number of preselected takeoff and landing regions with the highest comprehensive scores; performing cross mutation processing on coordinates of the preselected takeoff and landing regions to obtain new takeoff and landing regions; determining, from the preselected takeoff and landing regions and the new takeoff and landing regions, a region with the highest comprehensive score as a to-be-determined takeoff and landing region; performing optimization processing on the to-be-determined takeoff and landing region; determining whether a preset termination condition is met; if not, returning to execute a specified step after taking the set of the preselected takeoff and landing regions and the new takeoff and landing regions as new candidate takeoff and landing regions, until the preset termination condition is met, the specified step being selecting, from all the candidate takeoff and landing regions within the airport region, a preset number of preselected takeoff and landing regions with the highest comprehensive scores; if yes, determining the to-be-determined takeoff and landing region as the target takeoff and landing region corresponding to the airport region; or determining a candidate takeoff and landing region with the highest comprehensive score as the target takeoff and landing region corresponding to the airport region.

9. A takeoff and landing area determination apparatus characterized by comprising: comprise: a central processing unit, a memory, and an input and output interface; The memory is a volatile memory or a persistent storage memory; The central processing unit is configured to communicate with the memory and execute instruction operations in the memory to perform the method in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, comprise instructions that, when executed on a computer, cause the computer to perform the method in any one of claims 1 to 7. comprise instructions that, when executed on a computer, cause the computer to perform the method in any one of claims 1 to 7.

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