Aircraft and control method and device thereof

Abstract

An aircraft (110) and a control method and device thereof, the aircraft (110) carrying a visual sensor (123) for acquiring an image, the method comprising: controlling the aircraft (110) to move along with a movable platform (200) based on the image of the movable platform (200) acquired by the visual sensor (123); in the process of following the movable platform (200), whether an obstacle exists on the left front side or the right front side in the movement direction of the movable platform (200) or not is determined; if it is determined that the obstacle exists on the left front side, the aircraft (110) is controlled to move towards the right side of the movable platform (200); if it is determined that the obstacle exists on the right front side, the aircraft (110) is controlled to move towards the left side of the movable platform (200).

Description

Aircraft and control method and device thereof Technical Field

[0001] The present disclosure relates to the field of aircraft technology, and in particular to an aircraft and a control method and device thereof. Background Art

[0002] In some application scenarios, an aircraft will follow a movable platform, capturing images of the platform through its onboard vision sensors. However, during this process, obstacles can block the aircraft's vision sensors' field of view, leading to loss of the platform's position.

[0003] Summary of the Invention

[0004] In a first aspect, an embodiment of the present disclosure provides a method for controlling an aircraft, wherein the aircraft is equipped with a visual sensor for capturing images, the method comprising: controlling the aircraft to follow the movement of the movable platform based on the image of the movable platform captured by the visual sensor; in the process of following the movable platform, determining whether there is an obstacle on the left front side or the right front side in the direction of movement of the movable platform; if it is determined that there is an obstacle on the left front side, controlling the aircraft to move to the right side of the movable platform; if it is determined that there is an obstacle on the right front side, controlling the aircraft to move to the left side of the movable platform.

[0005] In a second aspect, an embodiment of the present disclosure provides a control device for an aircraft, wherein the aircraft is equipped with a visual sensor for capturing images, and the device includes a processor, wherein the processor is configured to perform the following steps: controlling the aircraft to follow the movement of the movable platform based on the image of the movable platform captured by the visual sensor; determining whether there is an obstacle on the left front side or the right front side in the direction of movement of the movable platform during the process of following the movable platform; if it is determined that there is an obstacle on the left front side, controlling the aircraft to move to the right side of the movable platform; and if it is determined that there is an obstacle on the right front side, controlling the aircraft to move to the left side of the movable platform.

[0006] In a third aspect, an embodiment of the present disclosure provides a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the method described in the second aspect or the third aspect.

[0007] In a fourth aspect, an embodiment of the present disclosure provides an aircraft, comprising: a visual sensor for capturing images of a movable platform; a flight controller for controlling the aircraft to follow the movable platform in space based on the image; in the process of following the movable platform, determining whether there is an obstacle on the left front side or the right front side in the direction of movement of the movable platform; if it is determined that there is an obstacle on the left front side, controlling the aircraft to move to the right side of the movable platform; if it is determined that there is an obstacle on the right front side, controlling the aircraft to move to the left side of the movable platform.

[0008] In the disclosed embodiment, the orientation of the aircraft following the movable platform is adjusted according to the position of the obstacle in space and the direction of movement of the movable platform, so that the aircraft moves toward the other side of the movable platform's direction of movement, away from the obstacle, thereby reducing the obstruction of the movable platform by the obstacle in space, making the picture of the movable platform in the image captured by the visual sensor more complete, thereby reducing the loss rate of the movable platform during the following process and improving the following success rate.

[0009] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0011] FIG1 is a schematic diagram of an aircraft according to an embodiment of the present disclosure.

[0012] FIG2 is a schematic diagram of an application scenario of an embodiment of the present disclosure.

[0013] FIG3 is a schematic diagram of a movable platform according to an embodiment of the present disclosure.

[0014] FIG4 is a flow chart of a method for controlling an aircraft according to an embodiment of the present disclosure.

[0015] FIG5A is a schematic diagram of obstacle distribution according to an embodiment of the present disclosure.

[0016] FIG5B is a schematic diagram of a condition in which there are no obstacles within the field of view of a visual sensor according to an embodiment of the present disclosure.

[0017] FIG6A is a schematic diagram of the movement speed of the aircraft when there are no obstacles according to an embodiment of the present disclosure.

[0018] FIG6B is a schematic diagram of the movement speed of the aircraft when there are obstacles according to an embodiment of the present disclosure.

[0019] FIG7A is a schematic diagram of the motion trajectory of the aircraft when there are no obstacles according to an embodiment of the present disclosure.

[0020] FIG7B is a schematic diagram of the motion trajectory of the aircraft when there are obstacles according to an embodiment of the present disclosure.

[0021] FIG7C is a flowchart of a method for controlling an aircraft according to another embodiment of the present disclosure.

[0022] FIG8 is a schematic diagram of a process of changing the motion states of a movable platform and an aircraft according to an embodiment of the present disclosure.

[0023] FIG9 is a flow chart of a method for controlling an aircraft according to another embodiment of the present disclosure.

[0024] 10A and 10B are schematic diagrams of the following process of an aircraft under lane line constraints according to an embodiment of the present disclosure.

[0025] FIG11 is a flowchart of a method for controlling an aircraft according to yet another embodiment of the present disclosure.

[0026] FIG. 12 is a schematic diagram of a marking portion according to an embodiment of the present disclosure.

[0027] 13A , 13B and 13C are schematic diagrams of a process in which an aircraft moves away from a marking portion according to an embodiment of the present disclosure.

[0028] FIG14 is a comparison diagram of images captured before and after the aircraft moves away from the marking portion according to an embodiment of the present disclosure.

[0029] FIG15 is a schematic diagram of the forces acting on the aircraft according to an embodiment of the present disclosure.

[0030] FIG16 is a schematic diagram of a complete trajectory of an aircraft during landing according to an embodiment of the present disclosure.

[0031] FIG17 is a schematic diagram of the motion trajectory of the aircraft when the motion state of the marking portion of an embodiment of the present disclosure does not meet the preset motion conditions.

[0032] FIG18 is a flowchart of a method for controlling an aircraft according to yet another embodiment of the present disclosure.

[0033] FIG19 is an overall flow chart of the control process of the aircraft according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0034] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

[0035] The terms used in this disclosure are for the purpose of describing specific embodiments only and are not intended to limit the disclosure. As used in this disclosure and the appended claims, the singular forms "a," "the," and "an" are intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.

[0036] It should be understood that although the terms first, second, third, etc. may be used in this disclosure to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of this disclosure, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining."

[0037] Figure 1 shows a schematic diagram of the structure of an aircraft 110 according to an embodiment of the present disclosure. Aircraft 110 may include a power system 150, a flight control system 160, an energy system 170, a frame, and a gimbal 120 supported on the frame. Aircraft 110 may be any type of drone, such as an agricultural drone or an industrial drone, requiring cyclical operation.

[0038] The frame may include a fuselage and a landing gear (also known as a landing gear). The fuselage may include a center frame and one or more arms connected to the center frame, with the one or more arms extending radially from the center frame. The landing gear is connected to the fuselage to provide support for the aircraft 110 during landing.

[0039] The power system 150 may include one or more electronic speed controllers (ESCs) 151, one or more propellers 153, and one or more motors 152 corresponding to the propellers 153. The motors 152 are connected between the ESCs 151 and the propellers 153. The motors 152 and propellers 153 are mounted on the arms of the aircraft 110. The ESCs 151 receive drive signals from the flight control system 160 and provide drive current to the motors 152 based on the drive signals to control the speed of the motors 152. The motors 152 drive the propellers to rotate, thereby providing power for the flight of the aircraft 110. This power enables the aircraft 110 to achieve one or more degrees of freedom. In some embodiments, the aircraft 110 can rotate about one or more rotational axes. For example, these rotational axes may include roll, yaw, and pitch. It should be understood that the motors 152 may be either DC or AC motors. Furthermore, the motors 152 may be either brushless or brushed motors.

[0040] The flight control system 160 may include a flight controller 161 and a sensor system 162 of the aircraft 110. The sensor system 162 of the aircraft 110 is used to collect sensor data of the aircraft 110, including but not limited to the position and status information of the aircraft 110 in space, such as three-dimensional position, three-dimensional angle, three-dimensional velocity, three-dimensional acceleration, and three-dimensional angular velocity. The sensor system 162 of the aircraft 110 may include, for example, at least one of 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 controller 161 is used to control the motion state of the aircraft 110. For example, the motion state of the aircraft 110 may be controlled based on the attitude information measured by the sensor system 162 of the aircraft 110. It should be understood that the flight controller 161 may control the aircraft 110 according to pre-programmed instructions, or may control the aircraft 110 by responding to one or more remote control signals from the remote control device 140 .

[0041] The gimbal 120 may include a motor 122. The gimbal may be used to carry a visual sensor 123. The flight controller 161 may control the movement of the gimbal 120 via the motor 122. Optionally, as another embodiment, the gimbal 120 may further include a controller for controlling the movement of the gimbal 120 by controlling the motor 122. It should be understood that the gimbal 120 may be independent of the aircraft 110 or may be part of the aircraft 110. It should be understood that the motor 122 may be a DC motor or an AC motor. Furthermore, the motor 122 may be a brushless motor or a brushed motor.

[0042] The visual sensor 123 can be, for example, a device for capturing images, such as a camera or a camcorder. The visual sensor 123 can communicate with the flight controller 161 and capture images under the control of the flight controller 161. The number of visual sensors 123 can be greater than or equal to one, and different visual sensors 123 can be oriented in different directions. For example, at least one visual sensor 123 can be oriented toward the side (including the front, left, right, and / or rear) of the aircraft 110, and at least one other visual sensor 123 can be oriented toward the bottom of the aircraft 110. The visual sensor 123 in this embodiment includes at least a photosensitive element, such as a complementary metal oxide semiconductor (CMOS) sensor or a charge-coupled device (CCD) sensor. It is understood that the visual sensor 123 can also be directly fixed to the aircraft 110, thereby omitting the gimbal 120.

[0043] The energy system 170 may include one or more batteries and a battery management system (BMS), wherein the batteries can be used to power the power system 150, the flight control system 160, the gimbal 120, and the loads on the gimbal 120 (for example, the visual sensor 123), and the battery management system is used to manage and control the battery charging and discharging process.

[0044] Referring to FIG2 , which is a schematic diagram of an application scenario of an embodiment of the present disclosure. The aircraft 110 can take off from the movable platform 200 and follow the movable platform 200 in space. It can also collect images of the movable platform 200 through the visual sensor 123 thereon to complete tasks such as aerial photography. The area within the two dotted lines in the figure is the field of view (FOV) of the visual sensor 123, that is, the field of view. Among them, the movable platform 200 can be a land movable platform or a water movable platform. The land movable platform can be various land vehicles such as cars, buses, trucks, etc., and can also be various mobile robots, such as sweeping robots; the water movable platform can be various water vehicles such as commercial ships, passenger ships, yachts, fishing boats, sailboats, civilian ships, etc., and can also be water inspection equipment, water management equipment, water environment monitoring equipment, etc. that can move in water. In some embodiments, the movable platform 200 has the ability to move autonomously in one or two dimensions and can perform passive movement in other dimensions. For example, if the movable platform 200 is a land movable platform, the land movable platform has autonomous horizontal motion capabilities (e.g., moving, reversing, or turning), and can passively move vertically (uphill or downhill) under the influence of the slope of the road on which it is located. In a non-limiting embodiment, the maximum motion speed of the movable platform 200 can be greater than or equal to 30 km / h.

[0045] Figure 3 shows the specific structure of the movable platform 200 in some embodiments. The movable platform 200 includes an energy system 210, a power system 220, a braking system 230, a steering system 240, and a control system 250. Among them, the energy system 210 is used to provide energy for the power system 220 and the control system 250. The power system 220 is used to convert the energy provided by the energy system 210 into mechanical energy and output power to the movable platform 200. The braking system 230 is used to reduce the moving speed of the movable platform 200, and the steering system 240 is used to control the steering of the movable platform 200. The braking system 230 and the steering system 240 can perform corresponding functions under the control of the driver of the movable platform 200 or the control system 250. In some embodiments, the control system 250 can plan the path of the movable platform 200 and control the movable platform 200 to move automatically along the planned path. Furthermore, the control system 250 may also obtain the motion state (eg, speed, position) of the movable platform 200 and communicate with the aircraft 110 , thereby sending the motion state of the movable platform 200 to the aircraft 110 .

[0046] In some embodiments, mobile platform 200 may further include a multimedia system 260 for providing multimedia services to passengers aboard mobile platform 200. The power required for the operation of multimedia system 260 may be provided by energy system 210. Multimedia system 260 may include an audio playback system 261 and a display screen 262. Audio playback system 261 may play audio files and audio prompts generated during the movement of mobile platform 200 to provide information related to the movement status of mobile platform 200. Display screen 262 may display content such as the planned path of mobile platform 200, visual prompts generated during the movement of mobile platform 200, and / or video files selected by passengers for playback. Multimedia system 260 may provide multimedia services under the control of the driver of mobile platform 200 or control system 250.

[0047] In the following scenario shown in Figure 2, aircraft 110 can capture images of mobile platform 200 using its onboard visual sensor 123 and follow mobile platform 200 in space based on the images of mobile platform 200. Optionally, mobile platform 200 can also report its motion state to aircraft 110, allowing the aircraft to follow mobile platform 200 in space based on the reported motion state, or based on the reported motion state and the images captured by visual sensor 123. During the following process, the motion state of mobile platform 200 may change, and mobile platform 200 may be obscured by obstacles in space, causing mobile platform 200 to be lost from the field of view of visual sensor 123, resulting in a following failure. Therefore, it is necessary to improve the control method of aircraft 110 to increase the success rate of aircraft 110 in following mobile platform 200.

[0048] 4 , an embodiment of the present disclosure provides a method for controlling an aircraft 110 , wherein the aircraft 110 is equipped with a visual sensor 123 for collecting images. The method includes:

[0049] Step S11: controlling the aircraft 110 to follow the movable platform 200 based on the image of the movable platform 200 captured by the visual sensor 123;

[0050] Step S12: During the process of following the movable platform 200, determining whether there is an obstacle on the left front side or the right front side in the moving direction of the movable platform 200;

[0051] Step S13 : If it is determined that there is an obstacle on the left front side, the aircraft 110 is controlled to move to the right side of the movable platform 200 ; if it is determined that there is an obstacle on the right front side, the aircraft 110 is controlled to move to the left side of the movable platform 200 .

[0052] The embodiment of the present disclosure adjusts the orientation of the aircraft 110 following the movable platform 200 according to the position of the obstacle in space and the movement direction of the movable platform 200, so that the aircraft 110 moves toward the other side of the movable platform 200 in the movement direction away from the obstacle, thereby enabling the aircraft 110 to actively avoid the occlusion of the movable platform 200 caused by the obstacle, making the picture of the movable platform 200 in the image captured by the visual sensor 123 more complete, so that more perception information of the movable platform 200 can be obtained, thereby reducing the loss rate of the movable platform 200 during the following process and improving the following success rate.

[0053] Optionally, the method further includes: determining a turning direction of the movable platform 200; and determining whether an obstacle on the left front side or the right front side in the moving direction of the movable platform 200 is located inside the turning direction.

[0054] Optionally, if it is determined that there is an obstacle on the left front side in the movement direction of the movable platform 200, the aircraft 110 is controlled to move to the right side of the movable platform 200; if it is determined that there is an obstacle on the right front side in the movement direction of the movable platform 200, the aircraft 110 is controlled to move to the left side of the movable platform 200, including: determining that there is an obstacle on the above-mentioned left front side and the obstacle is located on the inside of the turning direction, controlling the aircraft 110 to move to the right side of the movable platform 200; if it is determined that there is an obstacle on the above-mentioned right front side and the obstacle is located on the inside of the turning direction, controlling the aircraft 110 to move to the left side of the movable platform 200.

[0055] Optionally, in the process of following the movable platform 200 , if there is no obstacle, the aircraft 110 keeps following behind the movable platform 200 .

[0056] The method according to the embodiment of the present disclosure may be executed by the flight controller 161 of the aircraft 110 .

[0057] In step S11, the flight controller 161 can obtain the image collected by the visual sensor 123, determine the motion state of the movable platform 200 based on the image, and control the aircraft 110 to follow the movement of the movable platform 200 based on the motion state. The above-mentioned motion state can include the real-time motion state of the movable platform 200, and can also include the motion state of the movable platform 200 in a historical time period (for example, a time range such as the last 2 seconds or the last 3 seconds). Specifically, the motion state of the movable platform 200 can include the motion direction, motion speed, attitude and / or position of the movable platform 200. Further, the flight controller 161 can also communicate with the movable platform 200, thereby obtaining the motion state reported by the movable platform 200, and in combination with the motion state reported by the movable platform 200 and the motion state determined based on the image, jointly control the aircraft 110 to follow the movement of the movable platform 200.

[0058] During the following process, the flight controller 161 can plan the motion trajectory of the aircraft 110 within a future time period (e.g., a time range of the next 3 seconds or the next 5 seconds). For example, the flight controller 161 can predict the motion trajectory of the movable platform 200 within the future time period based on the acquired motion state of the movable platform 200, and plan the motion trajectory of the aircraft 110 within the future time period based on the predicted motion trajectory. Alternatively, the flight controller 161 can directly plan the motion trajectory of the aircraft 110 within the future time period based on the acquired motion state of the movable platform 200. At the same time, the flight controller 161 can update the motion trajectory planned for the aircraft 110 according to a preset update time interval, and the duration corresponding to the update time interval can be less than the duration corresponding to the future time period. In some embodiments, the flight controller 161 can send the motion trajectory planned for the aircraft 110 to the remote control device 140 and / or the display screen 262 of the movable platform 200, so that the planned motion trajectory is displayed on the display interface of the remote control device 140 and / or the display screen 262, thereby allowing the user to intuitively observe the motion trajectory planned for the aircraft 110.

[0059] During the following process, the flight controller 161 can also control the speed of the aircraft 110 so that the relative speed between the aircraft 110 and the movable platform 200 satisfies a certain speed condition. This speed condition can be that the relative speed between the aircraft 110 and the movable platform 200 is zero, or that the relative speed between the velocity component of the aircraft 110 in the direction of motion of the movable platform 200 and the movable platform 200 is zero, thereby enabling the aircraft 110 to follow the movable platform 200 more stably. In some cases, the speed condition can also be that the speed of the aircraft 110 is less than the speed of the movable platform 200, thereby increasing the distance between the aircraft 110 and the movable platform 200. In other cases, the speed condition can also be that the speed of the aircraft 110 is greater than the speed of the movable platform 200, thereby decreasing the distance between the aircraft 110 and the movable platform 200. Other speed conditions can also be set depending on the actual situation, and are not listed here.

[0060] During the following process, the flight controller 161 can also control the orientation of the visual sensor 123 so that the visual sensor 123 always faces the movable platform 200. Controlling the orientation of the visual sensor 123 can be achieved by controlling the attitude of the aircraft 110. In embodiments where the visual sensor 123 is mounted on the gimbal 120, this can also be achieved by controlling the attitude of the gimbal 120. In cases where the aircraft 110 is equipped with multiple visual sensors 123 with different orientations, this can also be achieved by switching between different visual sensors 123.

[0061] During the following process, the flight controller 161 may also control the power system 150 of the aircraft 110 , thereby increasing or decreasing the power output by the power system 150 .

[0062] Through at least one of the above-mentioned control actions of the flight controller 161, the aircraft 110 can maintain a motion state roughly synchronized with the movable platform 200 to a certain extent (for example, on a partial trajectory segment), that is, the aircraft 110 follows the movement of the movable platform 200, and the visual sensor 123 can achieve continuous observation of the movable platform 200 as much as possible.

[0063] In step S12, while the aircraft 110 is following the movement of the movable platform 200, the flight controller 161 can determine whether there is an obstacle on the left front side or the right front side of the movable platform 200 in the direction of movement. An obstacle refers to an object that affects the movement trajectory of the movable platform 200. It may include, but is not limited to, dynamic objects such as people, animals, and other movable platforms in the space where the movable platform 200 is located, as well as static objects such as guardrails, walls, railings, and roadblocks. Figure 5A shows a schematic diagram of an obstacle A1 on the left front side of the movable platform 200 in the direction of movement and an obstacle A2 on the right front side of the movable platform 200 in the direction of movement.

[0064] The sensing system 162 of the movable platform 200 can sense the space where the movable platform 200 is located, thereby determining whether there is an obstacle on the left front side or the right front side in the direction of movement of the movable platform 200. The sensing system 162 may include a visual sensor 123 or other visual sensors, and may also include a sensing device with the ability to perceive the environment, such as a laser radar, an ultrasonic radar, or a millimeter wave radar. Alternatively, the flight controller 161 may also obtain prior information on the position distribution of each object in the space where the movable platform 200 is located, and determine whether there is an obstacle on the left front side or the right front side in the direction of movement of the movable platform 200 based on the prior information and the position of the movable platform 200. The solution of the embodiment of the present disclosure is described below in conjunction with Figure 5A, taking the example of determining whether there is an obstacle A1 on the left front side in the direction of movement of the movable platform 200.

[0065] As shown in Figure 5A, the left front side of the movable platform 200 in its direction of motion (indicated by the arrow in the figure) is the left front side of the movable platform 200, i.e., the left side of the target driving area S of the movable platform 200 (indicated by the gray oval area in the figure), or the left side of the area indicated by the direction of motion of the movable platform 200. The flight controller 161 can determine whether an obstacle will appear on the left side of the movable platform 200 in the future time period. If so, it determines that an obstacle A1 exists on the left front side of the direction of motion of the movable platform 200. In some embodiments, the flight controller 161 can predict the motion trajectory R of the movable platform 200 in the future time period based on images captured by the visual sensor 123. If an obstacle exists on the left side of the predicted motion trajectory R, ​​it indicates that the obstacle will appear on the left side of the movable platform 200 in the future time period, i.e., the obstacle A1 exists on the left front side of the direction of motion of the movable platform 200. Alternatively, the flight controller 161 can also obtain the path planned for the movable platform 200 in the future time period by the control system 250 of the movable platform 200. If there is an obstacle on the left side of the planned path, it means that the obstacle will appear on the left side of the movable platform 200 in the future time period, that is, there is an obstacle A1 on the left front side of the movable platform 200 in the moving direction.

[0066] If both the obstacle and the movable platform 200 are in motion, the motion state of the movable platform 200 and the motion state of the obstacle A1 may be considered simultaneously when determining whether the obstacle A1 is located to the left front side in the direction of motion of the movable platform 200. If the obstacle is stationary while the movable platform 200 is in motion, only the motion state of the movable platform 200 may be considered when determining whether the obstacle A1 is located to the left front side in the direction of motion of the movable platform 200.

[0067] The specific method of determining whether there is an obstacle A2 on the right front side in the moving direction of the movable platform 200 is similar to the specific method of determining whether there is an obstacle A1 on the left front side in the moving direction of the movable platform 200, and will not be repeated here.

[0068] In step S13, in order to ensure continuous observation of the movable platform 200, it is desired that there are no obstacles within the field of view of the visual sensor 123. Therefore, the motion trajectory of the aircraft 110 can be adjusted so that the aircraft 110 actively moves in the direction with the least possible obstruction.

[0069] As shown in FIG5B , the light grey triangular area represents the visual field of the visual sensor 123 of the aircraft 110; the dark grey triangular area represents the confidence FOV in which the movable platform 200 is expected to be located and is not blocked by obstacles. M} Approximate the confidence FOV, where a spherical area B i As shown in the circular area surrounded by the dotted line in the figure, its center is C i , radius u i It can be written as:

[0070] Where p is the position of the aircraft 110, ρ is the position of the movable platform 200, and λ i =i / M∈[0,1] is a constant determined by the shape of the belief FOV.

[0071] Then, the constraint condition to ensure that there is no obstacle occlusion in the confidence FOV is that for the spherical area {B1, B2, ..., B M Each spherical region B in i : u i <Ξ(C i )

[0072] Among them, Ξ(C i ) is C i The ESDF value at the distance C i The distance to the nearest obstacle at point B is greater than the spherical area i The radius u i , which ensures that the spherical area B i No obstacles inside.

[0073] To satisfy the above conditions as much as possible, the flight controller 161 may control the aircraft 110 to move toward the other side of the movable platform 200 in the direction of motion, away from the obstacle. Specifically, if there is an obstacle A1 on the left front side of the movable platform 200 in the direction of motion, the flight controller 161 may control the aircraft 110 to move toward the right side of the movable platform 200; if there is an obstacle A2 on the right front side of the movable platform 200 in the direction of motion, the flight controller 161 may control the aircraft 110 to move toward the left side of the movable platform 200.

[0074] It should be noted that the movement of aircraft 110 toward the other side away from the obstacle means that the velocity of aircraft 110 has a velocity component toward the other side away from the obstacle. In addition to the velocity component in this direction, aircraft 110 may also have velocity components in other directions (e.g., the direction of movement of movable platform 200). For example, if obstacle A1 is located to the left front side of movable platform 200 in the direction of movement, then when flight controller 161 controls aircraft 110 to move toward the right side of movable platform 200, aircraft 110 may have a velocity component toward the right side of movable platform 200 and a velocity component in the direction of movement of movable platform 200. In this case, the presence of these two velocity components allows aircraft 110 to both move away from the obstacle and maintain a certain relative velocity with movable platform 200 in the direction of movement of movable platform 200, thereby ensuring that aircraft 110 can track the movement of movable platform 200. Of course, this is only an optional situation. In other embodiments, the flight controller 161 can also control the aircraft 110 to first adjust the current movement direction to the direction away from the obstacle, and after moving away from the obstacle, adjust the movement direction to the direction consistent with the movement direction of the movable platform 200, and increase the movement speed of the aircraft 110 so that the aircraft 110 can catch up with the movable platform 200.

[0075] In the above embodiment, when the aircraft 110 starts to move in the direction away from the obstacle, the obstacle is still on the left front side or right front side in the movement direction of the movable platform 200, that is, the movable platform 200 is usually not blocked by the obstacle. That is, the flight controller 161 controls the aircraft 110 to move in the opposite direction of the obstacle in advance when there is a possibility that the movable platform 200 is blocked by the obstacle, thereby reducing the possibility of the movable platform 200 being lost from the field of view of the visual sensor 123 of the aircraft 110.

[0076] In a specific application scenario, as shown in FIG6A , movable platform 200 is moving at a velocity v1, and aircraft 110 is following movable platform 200 at the same velocity v1, moving behind and to the right of movable platform 200. Visual sensor 123 on aircraft 110 captures images from the right rear of movable platform 200 toward movable platform 200. As shown in FIG6B , when obstacle A1 is determined to be located to the left front of movable platform 200, aircraft 110 adjusts its velocity to v, where velocity v includes a velocity component v1 in the direction of the movable platform's motion and a velocity component v2 toward the right of movable platform 200.

[0077] In an optional embodiment, referring to FIG. 7C , a control method for an aircraft 110 is further provided. The aircraft 110 is equipped with a visual sensor 123 for collecting images. The method includes:

[0078] Step S51: controlling the aircraft 110 to follow the movable platform 200 based on the image of the movable platform 200 collected by the visual sensor 123;

[0079] Step S52: During the process of following the movable platform 200, determining whether there is an obstacle inside the turning direction of the movable platform 200;

[0080] Step S53: If it is determined that there is an obstacle on the inner side of the turning direction, control the aircraft 110 to move toward the outer side of the turning direction.

[0081] Optionally, the motion information of the movable platform 200 can be obtained, and the turning direction of the movable platform 200 can be predicted based on the motion information. For example, the turning direction of the movable platform 200 can be determined by continuously observing the motion direction of the movable platform 200 and calculating the change in the motion direction. Alternatively, the turning direction of the movable platform 200 can be determined by calculating the change in the lateral motion speed or the acceleration of the lateral motion of the movable platform 200. For example, lateral motion can be understood as motion toward the left or right side of the body of the movable platform 200, and longitudinal motion can be understood as motion toward the front or rear side of the body of the movable platform 200. Optionally, the planned trajectory information of the movable platform 200 can also be obtained, and the turning direction can be determined based on the position of the trajectory point in the trajectory.

[0082] Optionally, the shape of the navigable passage in front of the movable platform 200 can be obtained to determine the turning direction of the movable platform. The aircraft 110 can determine the shape of the navigable passage by observing the surrounding environment information of the movable platform 200. For example, if the movable platform 200 is a vehicle, the movement of the vehicle in space is constrained by feasible roads, and the navigable passage can be a passage constrained by roads; if the movable platform 200 is a ship, the movement of the ship in space is constrained by navigable waterways, and the navigable passage can be a passage constrained by waterways; if the movable platform 110 is an aircraft, the movement of the aircraft 110 in space is constrained by the distribution of obstacles in space, and the navigable passage can be a passage constrained by routes.

[0083] The inner side of the turning direction is the side where the center of curvature of the turning motion trajectory is located. For example, when the movable platform 200 turns left, the inner side of the turning direction is the left side of the fuselage; when the movable platform 200 turns right, the inner side of the turning direction is the right side of the fuselage.

[0084] In an alternative embodiment, if it is determined that there is an obstacle on the inside of the turning direction, the aircraft 110 is controlled to move toward the outside of the turning direction before the movable platform 200 begins to turn. Alternatively, if it is determined that there is an obstacle on the inside of the turning direction, the aircraft 110 is controlled to move toward the outside of the turning direction before the movable platform 200 enters the turning passage. Alternatively, if it is determined that there is an obstacle on the inside of the turning direction, the aircraft 110 is controlled to move toward the outside of the turning direction before the movable platform 200 enters the turning passage.

[0085] Figures 7A and 7B are schematic diagrams of the trajectory of the aircraft 110 when there is no obstacle and when there is obstacle A1, respectively. The solid line represents the trajectory of the movable platform 200, and the dotted line represents the trajectory of the aircraft 110. Both the movable platform 200 and the aircraft 110 move from bottom to top. In the scenario shown in Figure 7A, the aircraft 110 follows the movable platform 200 to turn left, and there is no obstacle on the left front side of the movable platform 200. At this time, the trajectory of the aircraft 110 is substantially consistent with the trajectory of the movable platform 200. In the scenario shown in Figure 7B, the aircraft 110 follows the movable platform 200 to turn left, and there is an obstacle on the left front side of the movable platform 200, which is located on the inside of the turning direction of the movable platform 200. Before the movable platform 200 starts to go around the obstacle A1, the aircraft 110 moves toward the right side of the movable platform 200 in advance, that is, the aircraft 110 moves toward the outside of the turning direction of the movable platform 200 to reduce the possibility of the visual sensor 123 being blocked by the obstacle A1.

[0086] It is understood that the above application scenarios are merely illustrative and are not intended to limit the present disclosure. In other application scenarios, during at least a portion of the time when the aircraft 110 follows the movable platform 200, the movement speed of the aircraft 110 may be different from the movement speed of the movable platform 200. For example, the aircraft 110 may accelerate and decelerate in stages to maintain the distance from the movable platform 200 within a certain range. For another example, the application scenario in which the aircraft 110 moves away from an obstacle is not limited to the scenario in which the movable platform 200 bypasses the obstacle, but may also include the scenario in which the obstacle moves to the side of the movable platform 200, or other scenarios in which the flight controller 161 determines that there is an obstacle on one side of the movable platform 200.

[0087] Figure 8 shows the changes in the motion state of the movable platform 200, the motion state of the aircraft 110, and the orientation of the visual sensor 123 of the aircraft 110 as the aircraft 110 follows the movable platform 200 from bottom to top. The thick solid line R represents the motion trajectory of the movable platform 200, and the tangent direction of the motion trajectory R of the movable platform 200 is the motion direction of the movable platform 200; the thick dashed line r represents the motion trajectory of the aircraft 110, and the tangent direction of the motion trajectory r of the aircraft 110 is the motion direction of the aircraft 110; the direction of the line k connecting the motion trajectory R of the movable platform 200 and the motion trajectory r of the aircraft 110 represents the orientation of the visual sensor 123; and the intersection of any line k with the two motion trajectories represents the positions of the movable platform 200 and the aircraft 110 at the same moment.

[0088] In some embodiments, during the process of controlling the aircraft 110 to move to the right or left of the movable platform 200, the angle between the orientation of the visual sensor 123 of the aircraft 110 and the movement direction of the movable platform 200 gradually increases. For example, the directions of the lines k1, k2, and k3 in FIG8 respectively represent the orientation of the visual sensor 123 and the movement direction of the movable platform 200 at three different moments in time. The movement directions of the movable platform 200 at these three different moments correspond to the tangent direction of the motion trajectory R at the intersection with the line k1, the tangent direction of the motion trajectory R at the intersection with the line k2, and the tangent direction of the motion trajectory R at the intersection with the line k3. It can be seen that in the process of the aircraft 110 following the movable platform 200 to move from bottom to top, the angle between the direction of the line k1 and the tangent direction of the motion trajectory R at the intersection with the line k1 is the smallest, the angle between the direction of the line k2 and the tangent direction of the motion trajectory R at the intersection with the line k2 is the second largest, and the angle between the direction of the line k3 and the tangent direction of the motion trajectory R at the intersection with the line k3 is the largest.

[0089] Furthermore, the angle between the orientation of visual sensor 123 and the direction of motion of movable platform 200 gradually increases within a first preset angle range. In some embodiments, the first preset angle range is related to the relative orientation between aircraft 110 and movable platform 200. For example, assuming that aircraft 110 needs to follow the movable platform 200 to the right rear or directly above it, the first preset angle range is [0, 90°]. In other embodiments, other first preset angle ranges may be set based on actual needs.

[0090] In some embodiments, at certain moments during the process of controlling aircraft 110 to move to the right or left of movable platform 200, the distance between movable platform 200 and the obstacle is smaller than the distance between aircraft 110 and the obstacle at the same moment. Because aircraft 110 needs to move toward the side away from the obstacle, the distance between aircraft 110 and the obstacle also includes a distance component in the direction away from the obstacle, relative to the distance between movable platform 200 and the obstacle, thereby increasing the distance between aircraft 110 and the obstacle.

[0091] In some embodiments, during a portion of the time while the aircraft 110 is controlled to move to the right or left side of the movable platform 200, the distance component of the distance between the aircraft 110 and the obstacle in a direction perpendicular to the direction of movement of the movable platform 200 gradually increases. For example, assuming that the obstacle is located to the left front side of the movable platform 200 and the movable platform 200 is moving toward due north, during a portion of the time while the aircraft 110 is controlled to move to the right or left side of the movable platform 200, the distance component of the distance between the aircraft 110 and the obstacle in the due east direction tends to gradually increase.

[0092] In some embodiments, when controlling the aircraft 110 to move toward the right or left side of the movable platform 200, the orientation of the vision sensor 123 is inconsistent with the direction of movement of the aircraft 110. This is because the vision sensor 123 needs to face the direction of the movable platform 200 to continuously capture images of the movable platform 200, while the direction of movement of the aircraft 110 needs to include a component toward the side away from obstacles to reduce obstruction of the vision sensor 123 by obstacles.

[0093] In some embodiments, during the process of controlling the aircraft 110 to move to the right or left of the movable platform 200, the speed of the aircraft 110 is greater than the speed of the movable platform 200. For example, in the scenario shown in FIG6B , the aircraft 110 needs to maintain the same speed v1 as the movable platform 200 in the direction of movement of the movable platform 200 in order to follow the movement of the movable platform 200. At the same time, the aircraft 110 needs to move at a certain speed v2 to the right of the direction of movement of the movable platform 200 in order to avoid obstacles. In this way, the total speed v of the movable platform is greater than v1.

[0094] In some embodiments, during the process of controlling the aircraft 110 to move to the right or left side of the movable platform 200, the velocity component of the aircraft 110 in the direction of motion of the movable platform 200 is greater than the velocity of the movable platform 200 in the direction of motion. In one application scenario, the aircraft 110 may move from behind the movable platform 200 to the side or front of the movable platform 200 while following the movable platform 200. In this case, the velocity component of the aircraft 110 in the direction of motion of the movable platform 200 needs to be greater than the velocity of the movable platform 200 at least partially, so that the aircraft 110 can catch up with or surpass the movable platform 200 in the direction of motion of the movable platform 200.

[0095] In some embodiments, when controlling the aircraft 110 to move to the right or left side of the movable platform 200, the distance between the aircraft 110 and the movable platform 200 is maintained within a preset distance range. This maintains high visibility of the movable platform 200, thereby improving the accuracy of the following control. Optionally, the preset distance range can be set to a fixed range. Alternatively, the preset distance range can be dynamically set based on factors such as weather, image acquisition parameters of the visual sensor 123 on the aircraft 110, and / or the movement speed of the movable platform 200. The distance between the aircraft 110 and the movable platform 200 can be determined based on the position of the aircraft 110 and the position of the movable platform 200. The position of the aircraft 110 can be obtained by a positioning module on the aircraft 110 (e.g., GPS, IMU, etc.) or by visual positioning. The position of the movable platform 200 can be obtained from images captured by the visual sensor 123. The movable platform 200 may also include a positioning module, and send the position information reported by the positioning module to the aircraft 110, so that the aircraft 110 can fuse the position information of the movable platform 200 obtained from the image and the position information reported by the movable platform 200 to obtain more accurate position information of the movable platform 200.

[0096] In some embodiments, in the process of controlling the aircraft 110 to move to the right or left side of the movable platform 200, the angle between the direction of the optical axis of the visual sensor 123 and the direction of the line connecting the movable platform 200 and the aircraft 110 is within a second preset angle range. In this way, the visual sensor 123 can be made to face the movable platform 200 as directly as possible, thereby better observing the movable platform 200. In the case where the visual sensor 123 is installed on the gimbal 120, the yaw angle of the gimbal can be adjusted to make the direction of the optical axis of the visual sensor 123 meet the above conditions. In the case where the visual sensor 123 is fixedly installed on the aircraft 110, the yaw angle of the aircraft 110 can also be adjusted to make the direction of the optical axis of the visual sensor 123 meet the above conditions. Taking the case where the visual sensor 123 is fixedly installed on the aircraft 110 as an example, assuming that the visual sensor 123 is fixedly installed in front of the aircraft 110, the desired yaw angle ψ of the aircraft 110 is:

[0097] Among them, e x =[1,0,0] T ,e y =[0,1,0] T , p is the position of the aircraft 110 , and ρ is the position of the movable platform 200 .

[0098] 9 , an embodiment of the present disclosure further provides a method for controlling an aircraft 110 , the method comprising:

[0099] Step S21: Based on the image of the movable platform 200 collected by the visual sensor 123 on the aircraft 110, the aircraft 110 is controlled to follow the movable platform 200 to move in space;

[0100] Step S22: Obtaining traffic signs in the space where the movable platform 200 is located;

[0101] Step S23: adjusting the motion trajectory of the aircraft 110 according to the traffic signs.

[0102] The specific implementation details of the above step S21 can be found in the above step S11 and will not be repeated here.

[0103] In step S22, traffic signs may be planar traffic signs within the plane of motion of the mobile platform 200, or they may be three-dimensional traffic signs in space. For example, if the mobile platform 200 is a land-based mobile platform, traffic signs may include, but are not limited to, at least one of lane markings, turn signs, traffic signs, traffic lights, road barriers, and rows of streetlights, trees, utility poles, or roadblocks. If the mobile platform 200 is a water-based mobile platform, traffic signs may be waterway markers such as lighthouses, or they may be riverbank boundaries on either side of a waterway. Images of the space in which the mobile platform 200 is located may be captured by the visual sensor 123 or other visual sensors on the aircraft 110, and traffic signs in the space in which the mobile platform 200 is located may be determined by recognizing the images. Alternatively, traffic signs in the space in which the mobile platform 200 is located may be obtained using prior information. For example, a map of the space in which the mobile platform 200 is located may be pre-stored, and traffic signs such as lane markings, traffic signs, and traffic lights in the space in which the mobile platform 200 is located may be obtained from the map based on the position of the mobile platform 200.

[0104] The traffic signs in the space where the movable platform 200 is located are used to indicate that the movable platform 200 moves within the restricted area. For example, in the example where the traffic sign is a lane line, the restricted area is the lane, which can be the area on one side of the lane line, or the area between two adjacent lane lines. When the movable platform 200 moves according to the instructions of the lane line, the movement trajectory of the movable platform 200 is located within the lane constrained by the lane line. In the example where the traffic sign is a turn indicator line, the restricted area is the curve indicated by the turn indicator line. When the movable platform 200 moves according to the instructions of the turn indicator line, the movement trajectory of the movable platform 200 is located within the curve indicated by the turn indicator line. It will be understood that the above is only an exemplary description and is not intended to limit the present disclosure. For example, in extreme weather, a planar traffic sign may be covered by rain or snow, and the restricted area can be indicated by three-dimensional facilities in the space (for example, the aforementioned street lights, trees, telephone poles, etc.).

[0105] In step S23, the position of the aircraft 110 following the movable platform 200 can be adjusted according to the traffic sign. For example, the position information of the movable platform 200 in space can be obtained, and based on the position information and the traffic sign, the aircraft 110 can be controlled to follow the movable platform 200, and the projection of the motion trajectory of the aircraft 110 on the plane during the movement is placed within the area constrained by the traffic sign.

[0106] Taking lane markings as an example, and referring to Figures 10A and 10B , assuming that movable platform 200 moves within lane L1 bounded by lane lines m1 and m2, the projection of the motion trajectory r of aircraft 110 while following movable platform 200 on a plane also lies within lane L1. This approach can reduce the impact of aircraft 110's following motion on other movable platforms in other lanes (e.g., movable platform 300 within lane L2 bounded by lane lines m2 and m3). It also reduces the obstruction of the field of view of aircraft 110's visual sensor 123 by other movable platforms, and allows visual sensor 123 on aircraft 110 to face movable platform 200 as directly as possible, thereby improving the observation of movable platform 200.

[0107] In some embodiments, traffic signs are used to guide the direction of movement of the movable platform, and the angle between the direction of the line connecting the aircraft 110 and the movable platform 200 and the direction of movement indicated by the traffic sign is less than a first preset angle. Referring to Figure 10A, the gray fan-shaped area shows the range of the angle between the direction of the line connecting the aircraft 110 and the movable platform 200 and the direction of movement indicated by the traffic sign. The first preset angle can be determined based on the distance d between the aircraft 110 and the movable platform 200 and the lane width. Assuming that the lane width is D, the above-mentioned first preset angle is arcsin(2d / D). The condition that the above-mentioned angle is less than the first preset angle can be expressed as the following formula:

[0108] Where, ε t =[cosψ t ,sinψ t ,0 is the angle θ between the direction of the line connecting the aircraft 110 and the movable platform 200 at time t and the direction of movement indicated by the traffic sign t The corresponding normal vector, ψ t ∈(-π,π],θ c is the first preset angle, ρ t is the position of the movable platform 200 at time t, p t is the position of the aircraft 110 at time t.

[0109] In some embodiments, when controlling the aircraft 110 to move to the right or left side of the movable platform 200, the trajectory of the aircraft 110 is further adjusted based on the type of obstacle. Depending on the type of obstacle, the distance that the aircraft 110 moves away from the obstacle may also vary.

[0110] Alternatively, the obstacle category can be determined based on whether the obstacle is a movable obstacle. For example, movable obstacles (e.g., pedestrians, other movable platforms, etc.) and immovable obstacles (e.g., railings, traffic signs, etc.) can be determined as different categories of obstacles. Specifically, the distance that aircraft 110 moves away from a movable obstacle can be greater than the distance that aircraft 110 moves away from an immovable obstacle.

[0111] Optionally, the obstacle category can also be determined based on the obstacle's size. For example, obstacles that are larger than or equal to the size of the movable platform 200 (referred to as large obstacles) and obstacles that are smaller than the size of the movable platform 200 (referred to as small obstacles) can be classified as different obstacle categories. Specifically, the distance that the aircraft 110 moves away from a large obstacle can be greater than the distance that the aircraft 110 moves away from a small obstacle.

[0112] For example, assuming the obstacle is obstacle A1 on the left front side of movable platform 200, if obstacle A1 is a movable obstacle or a large obstacle, the distance that aircraft 110 moves toward the right side of movable platform 200 is a first distance; if obstacle A1 is an immovable obstacle or a small obstacle, the distance that aircraft 110 moves toward the right side of movable platform 200 is a second distance; wherein the first distance is greater than the second distance. Because the motion state of a movable obstacle is uncertain (for example, a movable obstacle may suddenly accelerate or turn), and a large obstacle may block a larger range of movable platform 200, aircraft 110 may move farther away from movable obstacles and large obstacles than from immovable obstacles and small obstacles, thereby reducing the possibility that movable platform 200 may be lost from the visual sensor 123's field of view due to changes in the motion state of a movable obstacle or a large range of blockage of movable platform 200 by a large obstacle.

[0113] In addition to the situations listed above, obstacles can also be classified based on other conditions, and the motion trajectory of the aircraft 110 can be adjusted based on the category of the obstacle, so that under the adjusted motion trajectory, the obstruction of the field of view of the visual sensor 123 on the aircraft 110 by obstacles of the corresponding category can be reduced, thereby reducing the possibility of the movable platform 200 being lost from the field of view of the visual sensor 123.

[0114] In the above embodiment, during the process of the aircraft 110 following the movable platform 200, the aircraft 110 is controlled to move toward the side away from the obstacle, the distance between the aircraft 110 and the movable platform 200 is controlled, and the direction of the optical axis of the visual sensor 123 is controlled. This achieves enhanced active perception of the movable platform 200 by the aircraft 110 during the following process, reduces the possibility of the movable platform 200 being lost from the field of view of the visual sensor 123, and thus reduces the probability of following failure.

[0115] 11 and 12 , an embodiment of the present disclosure further provides a method for controlling an aircraft 110 , wherein the aircraft 110 is equipped with a visual sensor 123 for collecting images. The method includes:

[0116] Step S31: receiving a landing instruction for instructing the aircraft 110 to land on the movable platform 200, wherein the movable platform 200 includes a marking portion 270, and the marking portion 270 is used to guide the aircraft 110 to land toward the marking portion 270;

[0117] Step S32: Control the aircraft 110 to move away from the marking portion 270 and obtain imaging features of the marking portion 270 through the visual sensor on the aircraft 110;

[0118] Step S33 : adjusting the relative posture of the aircraft 110 and the marking portion 270 based on the imaging features, so that the aircraft 110 lands toward the marking portion 270 .

[0119] In the embodiment of the present disclosure, when the aircraft 110 lands on the movable platform 200, the aircraft 110 is first controlled to move away from the marking portion 270 on the movable platform 200 so that the marking portion 270 can be observed more completely and the imaging characteristics of the marking portion 270 can be obtained more completely. Based on the imaging characteristics, the aircraft 110 is controlled to land toward the marking portion 270, which can improve the control accuracy during the landing process and increase the landing success rate of the aircraft 110 on the movable platform 200.

[0120] In step S31, the landing command can be sent to the flight controller 161 of the aircraft 110 by the remote control device 140 or the movable platform 200. Alternatively, the flight controller 161 can also automatically generate a landing command when it detects that specific conditions are met. The above-mentioned specific conditions may include but are not limited to the following conditions: the posture of the aircraft 110 is within a preset posture range, the relative speed between the aircraft 110 and the movable platform 200 is within a preset speed range, and / or the duration for which the visual sensor 123 continuously captures images of the movable platform 200 is greater than a preset duration threshold. In one application scenario, the aircraft 110 can be first controlled to follow the movement of the movable platform 200, and after receiving the landing command, the method of the embodiment of the present disclosure can be used to control the aircraft 110 to land. The method of controlling the aircraft 110 to follow the movement of the movable platform 200 is detailed in the aforementioned embodiment and will not be repeated here.

[0121] Referring to Figure 12, the movable platform 200 may include a marking portion 270. In one embodiment, the marking portion 270 includes a reference surface, and the reference surface includes a marking pattern. The marking pattern may include a plurality of feature points. The figure shows a case where the marking pattern includes a plurality of black blocks and a plurality of white blocks, wherein the intersection of the black block and the white block is the feature point. It will be understood that the figure is only an exemplary illustration, and the form of the marking portion 270 and its marking pattern is not limited thereto. For example, in addition to being a square, the shape of the marking pattern may also be a circle, a triangle, a trapezoid or an irregular shape. For another example, in one embodiment, the marking portion 270 is a three-dimensional structure, and the marking pattern of the marking portion 270 includes at least one protrusion and at least one recess, and the intersection of the protrusion and the recess is the feature point of the marking pattern.

[0122] The marking portion 270 can be set on the top of the movable platform 200 or at other locations. For example, when the movable platform 200 is a vehicle, the marking portion 270 can be set in the trunk of the vehicle. The marking portion 270 can be set on the movable platform 200 in various postures. In one embodiment, the reference surface of the marking portion 270 can be parallel to the horizontal plane; in another embodiment, the reference surface of the marking portion 270 can also be at a certain angle to the horizontal plane. In some embodiments, the movable platform 200 includes a bearing surface for bearing the aircraft 110. The aircraft 110 lands on the movable platform 200, and specifically, the aircraft 110 lands on the bearing surface of the movable platform 200. The marking portion 270 can be set on the bearing surface.

[0123] In step S32, after receiving the landing instruction, the flight controller 161 can control the aircraft 110 to move away from the marking portion 270. Specifically, the aircraft 110 can be controlled to move away from the marking portion 270 in a reference direction, where the reference direction is a direction opposite to the landing direction of the aircraft 110. As shown in FIG13A , assuming that the aircraft 110 is at the position shown in the figure (as indicated by the dotted line in the figure) when the flight controller 161 receives the landing instruction, and the landing direction of the aircraft 110 is indicated by the dotted arrow F1 in the figure. Then, the aircraft 110 can be controlled to move away from the marking portion 270 in a direction F2 opposite to F1, and after moving away, the aircraft 110 is at the position shown in the figure (as indicated by the solid line in the figure) as shown in Loc2. It should be noted that while controlling the aircraft 110 to move away from the marking portion 270 in the reference direction, the aircraft 110 can also be controlled to approach or move away from the marking portion 270 in directions other than the reference direction, or the relative position of the aircraft 110 to the marking portion 270 in directions other than the reference direction can be controlled to remain unchanged.

[0124] In other embodiments, referring to FIG13B , the aircraft 110 can be controlled to rise in the vertical direction so as to vertically distance the aircraft 110 from the marking portion 270. As shown in the figure, assuming that the aircraft 110 is at the position indicated by Loc1 in the figure (indicated by the dotted line of the aircraft 110) when the flight controller 161 receives the landing command, the aircraft 110 can be controlled to rise in the vertical direction F3. After the rise, the aircraft 110 is at the position indicated by Loc3 in the figure (indicated by the solid line of the aircraft 110).

[0125] In yet other embodiments, referring to FIG13C , the horizontal speed of aircraft 110 can be reduced to create a horizontal speed difference between aircraft 110 and movable platform 200, and this speed difference can be used to move aircraft 110 horizontally away from marking portion 270. As shown in the figure, assuming that aircraft 110 is at the position shown in Loc1 (as indicated by the dotted line in the figure) when flight controller 161 receives a landing command, and both aircraft 110 and movable platform 200 are moving at the same speed v3, the aircraft can be controlled to reduce its speed from v3 to v4 (v4 < v3). This creates a horizontal speed difference of v3 - v4 between aircraft 110 and movable platform 200. After a period of time, aircraft 110 will move horizontally away from marking portion 270.

[0126] In actual applications, the above-mentioned at least two methods can be combined to control the aircraft 110 away from the marking portion 270. For example, the aircraft 110 can be controlled to rise vertically while the horizontal speed of the aircraft 110 is reduced, thereby simultaneously moving the aircraft 110 away from the marking portion 270 in both the vertical and horizontal directions. Other methods can also be used to control the aircraft 110 away from the marking portion 270, which are not listed here.

[0127] While controlling the aircraft 110 to move away from the marking portion 270, the visual sensor 123 on the aircraft 110 can also capture an image of the marking portion 270. Based on the image of the marking portion 270, the imaging characteristics of the marking portion 270 can be obtained. For example, the position information of each feature point in the pattern of the marking portion 270 can be obtained. An image Img1 captured by the visual sensor 123 before the aircraft 110 moves away from the marking portion 270 and an image Img2 captured by the visual sensor 123 after the aircraft 110 moves away from the marking portion 270 are shown in FIG14. As can be seen, after the aircraft 110 moves away from the marking portion 270, the image Img2 captured by the visual sensor 123 shows a more complete image of the marking portion 270 and can also capture more feature points.

[0128] In some embodiments, a target visual sensor can be selected from a plurality of visual sensors 123 with different orientations on the aircraft 110 to capture imaging features of the marker 270. The plurality of visual sensors 123 with different orientations can include at least one first visual sensor facing downward from the aircraft 110 and at least one second visual sensor facing to the side (e.g., the front, left front, left side, right front, or right side) of the aircraft 110. Different target visual sensors can be used to capture images of the marker 270 at different postures (i.e., inclinations), thereby reducing distortion of the marker 270 in the captured images, improving the quality of the perception of the marker 270, and thereby increasing the accuracy of posture adjustment. For example, if the angle between the reference plane of the marker 270 and the horizontal plane is less than a second preset angle, the target visual sensor includes the first visual sensor. For another example, if the pitch angle between the reference plane of the marker 270 and the horizontal plane is greater than or equal to the second preset angle, the target visual sensor includes the second visual sensor. The second preset angle can be between 40° and 50°, for example, 45° can be determined as the second preset angle.

[0129] Because the aircraft 110 is subject to certain attitude constraints when moving in space, using a fixed visual sensor 123 to capture images of the marker 270 may result in some situations where the visual sensor 123 has difficulty capturing images of the marker 270. For example, when the marker 270, which is located horizontally on top of the movable platform 200, moves on a relatively steep slope, its attitude may form a large angle with the horizontal plane as the movable platform 200 moves. If the first visual sensor facing downward from the aircraft 110 is always used to capture images of the marker 270, the quality of the captured images in such scenarios may be poor. The above embodiment, by selecting a target visual sensor from multiple visual sensors 123 with different orientations to capture images of the marker 270, can effectively capture images of the marker 270 in various attitudes, thereby improving the quality of the captured images and thereby improving the control accuracy of the aircraft 110 during landing.

[0130] In some embodiments, images of the marker portion 270 may be captured by a first visual sensor and a second visual sensor, respectively. If the first visual sensor captures an image of the marker portion 270 but the second visual sensor does not, or if the integrity of the marker portion 270 in the image captured by the first visual sensor is greater than the integrity of the marker portion 270 in the image captured by the second visual sensor, then the angle between the reference plane of the marker portion 270 and the horizontal plane is determined to be less than a second preset angle, and the target visual sensor is determined to include the first visual sensor. If the first visual sensor does not capture an image of the marker portion 270 but the second visual sensor does, or if the integrity of the marker portion 270 in the image captured by the first visual sensor is less than or equal to the integrity of the marker portion 270 in the image captured by the second visual sensor, then the angle between the reference plane of the marker portion 270 and the horizontal plane is determined to be greater than or equal to the second preset angle, and the target visual sensor is determined to include the second visual sensor.

[0131] The target vision sensor includes a first vision sensor, and the first vision sensor alone may be used as the target vision sensor, or the first vision sensor and other vision sensors (for example, the second vision sensor and / or other vision sensors on the aircraft 110) may be used together as the target vision sensor. Similarly, the target vision sensor includes a second vision sensor, and the second vision sensor alone may be used as the target vision sensor, or the second vision sensor and other vision sensors (for example, the first vision sensor and / or other vision sensors on the aircraft 110) may be used together as the target vision sensor.

[0132] In some embodiments, when the angle between the reference plane of the marking portion 270 and the horizontal plane is less than a second preset angle, and / or the target visual sensor includes a first visual sensor, controlling the aircraft 110 to move away from the marking portion 270 at least includes controlling the aircraft 110 to rise in the vertical direction so as to move the aircraft 110 vertically away from the marking portion 270. In other embodiments, when the angle between the reference plane of the marking portion 270 and the horizontal plane is greater than or equal to the second preset angle, and / or the target visual sensor includes a second visual sensor, controlling the aircraft 110 to move away from the marking portion 270 at least includes reducing the horizontal speed of the aircraft 110 so as to form a horizontal speed difference between the aircraft 110 and the movable platform 200, and using this speed difference to move the aircraft 110 horizontally away from the marking portion 270.

[0133] In some embodiments, the first height change of the aircraft 110 is greater than the second height change of the aircraft 110; wherein the first height change is the height change in the vertical direction during the process of the aircraft 110 landing on the movable platform 200 when the target visual sensor includes the first visual sensor; the second height change is the height change in the vertical direction during the process of the aircraft 110 landing on the movable platform 200 when the target visual sensor includes the second visual sensor.

[0134] It is worth noting that in embodiments where the marking portion 270 is disposed on the support surface, the vertical distance that the landing trajectory of the aircraft 110 rises during landing may also vary depending on the inclination angle of the support surface. If the angle between the support surface and the horizontal plane is less than a third predetermined angle, it is necessary to ascend to a relatively high altitude to ensure a relatively complete observation of the marking portion 270 on the support surface. Therefore, when the support surface is less than the third predetermined angle, the vertical distance that the landing trajectory of the aircraft 110 rises is greater; whereas when the support surface is greater than or equal to the third predetermined angle, the vertical distance that the landing trajectory of the aircraft 110 rises is less.

[0135] In some embodiments, while the visual sensor 123 on the aircraft 110 is acquiring the imaging characteristics of the marker 270, the trajectory of the aircraft 110 can be controlled to ensure that the marker 270 is positioned at a designated location in the image captured by the visual sensor 123. Optionally, because the central area of ​​an image exhibits relatively low imaging distortion and higher imaging quality, the designated location can be the center of the image. It is understood that in other embodiments, the designated area can also be the upper left, lower right, left, or right areas of the image. For example, in the case where the designated area is the center of the image, to improve the perceived quality of the marker 270, the marker 270 can be maintained in the center of the image for as long as possible while the visual sensor 123 is acquiring the imaging characteristics of the marker 270. Specifically, the trajectory of the aircraft 110, the attitude of the aircraft 110, and / or the attitude of the gimbal 120 equipped with the visual sensor 123 can be adjusted to ensure that the marker 270 remains in the center of the image.

[0136] In step S33, the relative position and posture of the aircraft 110 and the marking part 270 can be adjusted based on the imaging characteristics of the marking part 270. For example, the relative position and posture of the aircraft 110 and the marking part 270 when collecting the image of the marking part 270 can be determined based on the position information of each feature point in the pattern of the marking part 270, and the position and posture of the aircraft 110 can be adjusted so that the relative position and posture gradually decreases. In the process of adjusting the relative position and posture, the aircraft 110 gradually descends toward the marking part 270. At the moment when the aircraft 110 contacts the movable platform, the position, speed, attitude and other states between the aircraft 110 and the marking part 270 remain aligned, that is, the position difference, speed difference and attitude difference between the aircraft 110 and the marking part 270 are all within the corresponding preset range. This landing method is called terminal state aligned landing.

[0137] In some embodiments, as the aircraft 110 descends toward the marker 270, the trajectory of the aircraft 110 includes a segment in which the altitude first decreases and then increases. During the descending segment, the aircraft 110 can be controlled to accelerate to catch up with the movable platform 200. During the ascending segment, the aircraft 110 can be controlled to adjust its relative position to the marker 270 and decelerate to land on the movable platform 200.

[0138] Furthermore, in the above-mentioned trajectory segment where the altitude first decreases and then increases, the minimum value of the altitude of the trajectory point of the aircraft 110 is lower than the height of the marking portion 270. Referring to FIG15 , before the aircraft 110 lands, the distance between the aircraft 110 and the movable platform 200 is relatively far. In order to reduce the distance from the movable platform 200, the aircraft 110 needs to move at a speed greater than that of the movable platform 200 in the trajectory segment where the altitude decreases. Therefore, before landing, it is necessary to control the aircraft 110 to decelerate so that the aircraft 110 can remain aligned with the movable platform 200 when on the movable platform 200. However, during the deceleration process, the aircraft 110 will be subjected to an oblique upward force f, and the aircraft 110 will rise in altitude under the action of the force f. Therefore, in order to ensure that the aircraft 110 can eventually move toward the marking part 270, in the trajectory segment where the height of the aircraft 110 first decreases and then increases, the minimum value h1 of the height of the trajectory point of the aircraft 110 needs to be lower than the height h2 of the marking part 270, so as to compensate for the height of the aircraft 110 caused by the force f.

[0139] In some embodiments, during the descent of the aircraft 110 toward the marking portion 270, the trajectory of the aircraft 110 includes the following trajectory segments in sequence: a first trajectory segment in which the altitude is descending, a second trajectory segment in which the altitude is ascending, and a third trajectory segment in which the altitude is descending, and the altitude to which the aircraft 110 descends in the first trajectory segment is greater than the altitude to which the aircraft 110 descends in the third trajectory segment.

[0140] The first ascending trajectory segment is the aforementioned trajectory segment in which the altitude first decreases and then decreases in altitude within the aforementioned trajectory segment, and the second trajectory segment is the aforementioned trajectory segment in which the altitude first decreases and then increases in altitude within the aforementioned trajectory segment. During the ascending trajectory segment, the maximum altitude of aircraft 110 can be slightly higher than the height of marking portion 270, and during the third trajectory segment, the altitude of aircraft 110 can be slightly lowered, thereby allowing aircraft 110 to land on movable platform 200. For example, during the third trajectory segment, motor 152 of aircraft 110 can be turned off, allowing aircraft 110 to land on movable platform 200 in a free-fall manner.

[0141] It should be noted that in the above-mentioned trajectory segments with increasing altitude and the trajectory segments with decreasing altitude, the aircraft 110 can rise or fall in stages, or can rise or fall continuously. Taking the trajectory segment with increasing altitude as an example, the aircraft 110 can be controlled to rise in a first time period, and then the aircraft 110 can be controlled to maintain a constant altitude in a second time period after the first time period, and then the aircraft 110 can be controlled to rise in a third time period after the second time period, thereby generating the above-mentioned trajectory segment with increasing altitude through multiple discontinuous ascent processes. Alternatively, the aircraft can be controlled to rise continuously in the first time period until the desired altitude is reached. The descent process is similar to the ascent process and will not be described in detail here.

[0142] Figure 16 shows a schematic diagram of the complete trajectory of the aircraft 110 during the landing process in some embodiments. The complete trajectory may include trajectory segments Tr0, Tr1, Tr2 and Tr3. Among them, trajectory segment Tr0 corresponds to the trajectory segment of controlling the aircraft 110 to move away from the marking portion 270 in step S32; trajectory segments Tr1, Tr2 and Tr3 correspond to the first trajectory segment, the second trajectory segment and the third trajectory segment, respectively. By controlling the aircraft 110 to land on the movable platform 200 in the above manner, the trajectory energy of the aircraft 110 can be made as low as possible, thereby reducing the jitter of the aircraft 110 during the landing process. Among them, trajectory energy refers to the integral of the acceleration of the aircraft 110 at each trajectory point. The greater the trajectory energy, the greater the jitter of the aircraft 110 during the landing process.

[0143] In some embodiments, during the descent of the aircraft 110 toward the marker portion 270 of the movable platform 200, if it is detected that the motion state of the marker portion 270 does not meet a preset motion condition, the aircraft 110 may be controlled to move away from the marker portion 270. The preset motion condition may be that the change in the motion state of the marker portion 270 is less than a preset change threshold. The motion state may be characterized by position, velocity, or acceleration. For example, if the change in the position of the marker portion 270 is greater than a preset distance threshold, the change in the velocity of the marker portion 270 is greater than a preset velocity threshold, and / or the change in the acceleration of the marker portion 270 is greater than a preset acceleration threshold, it may be determined that the motion state of the marker portion 270 does not meet the preset motion condition. The motion state of the marker portion 270 may be determined using multiple images of the marker portion 270 captured by the visual sensor 123 at different times. If the motion state of the marker portion 270 does not meet the preset motion condition, the descent may be terminated and the aircraft 110 may be controlled to move away from the marker portion 270. After controlling the aircraft 110 to move away from the marking portion 270, steps S32 and S33 may be re-executed to control the aircraft 110 to land again; alternatively, the aircraft 110 may be controlled to follow the movable platform 200, and after receiving the landing instruction again, the aircraft 110 may be controlled to land again.

[0144] The trajectory on the left side of FIG17 illustrates a descending trajectory segment Tr1 when the motion state of the marking portion 270 meets the preset motion conditions. If, during the process of controlling the aircraft 110 to execute the descending trajectory segment Tr1, it is detected that the motion state of the marking portion 270 does not meet the preset motion conditions, then, as shown in the trajectory segment on the right side of FIG17 , the descending trajectory segment Tr1 will be terminated, and the aircraft 110 will execute an upward trajectory segment to move away from the marking portion 270. After moving away, the aircraft 110 can be controlled to execute a downward trajectory segment Tr5 to attempt to land on the movable platform 200 again.

[0145] During the landing process of aircraft 110, the distance between aircraft 110 and movable platform 200 gradually decreases. If the motion state of movable platform 200 suddenly changes, the remaining space margin is often insufficient for aircraft 110 to complete landing in a terminal state aligned with movable platform 200 while meeting dynamic conditions. Therefore, in this embodiment, by controlling aircraft 110 away from marker 270, landing failures caused by insufficient remaining space margin can be reduced, ensuring that aircraft 110 lands on movable platform 200 while meeting terminal state alignment, thereby improving the safety of aircraft 110. In addition, during landing, if the distance between aircraft 110 and movable platform 200 is relatively close, marker 270 may be outside the field of view of visual sensor 123. By re-controlling aircraft 110 away from marker 270, marker 270 can be observed again, thereby ensuring precise control of the landing process of aircraft 110.

[0146] Furthermore, detecting that the motion state of the marker 270 does not meet the preset motion conditions may also be due to an observation error. Because the motion of the movable platform 200 in space complies with the constraints of the physical world, it is unlikely that there will be significant sudden changes in position, velocity, or acceleration. If there are significant sudden changes, it is likely due to an observation error. In this case, the landing may be determined to have failed, and the aircraft 110 may be re-controlled to move away from the marker 270.

[0147] In some embodiments, if the marker 270 is lost from the field of view of the visual sensor 123 and the loss time is greater than a preset time threshold, it can also be determined as a landing failure, and the aircraft 110 can be re-controlled to move away from the marker 270.

[0148] In some embodiments, when the distance between the aircraft 110 and the marking portion 270 is less than a preset distance threshold, the propeller plane of the aircraft 110 remains parallel to the supporting surface of the movable platform 200. The propeller plane of the aircraft 110 refers to the plane formed by the propellers 153 of the aircraft 110. By maintaining the propeller plane of the aircraft 110 parallel to the supporting surface of the movable platform 200 when the distance between the aircraft 110 and the marking portion 270 is less than the preset distance threshold, collision between the propellers 153 and the supporting surface during rotation can be avoided, thereby reducing physical damage to the aircraft 110 and improving the safety of the aircraft 110 during landing.

[0149] In some embodiments, before aircraft 110 contacts the supporting surface of movable platform 200, the thrust of aircraft 110 is reduced to within a preset thrust range. The thrust of aircraft 110 is used to control the vertical component of the velocity of aircraft 110. Before aircraft 110 contacts the supporting surface of movable platform 200, the vertical component of the velocity of aircraft 110 is substantially zero, thus enabling the thrust of aircraft 110 to be reduced.

[0150] In some embodiments, before the aircraft 110 contacts the supporting surface of the movable platform 200, the speed of the motor 152 of the aircraft 110 is reduced to within a preset speed range. When the aircraft 110 approaches the supporting surface, the wind field generated by the rotation of the propeller 153 will cause the aircraft 110 to drift to a certain extent, thereby affecting the landing position of the aircraft 110. Therefore, reducing the speed of the motor 152 before the aircraft 110 contacts the supporting surface of the movable platform 200 can reduce the drift of the aircraft 110, thereby improving the control accuracy during the landing process. As an optional method, the motor 152 can be directly turned off to stop the propellers of the aircraft 110 and land on the supporting surface by free fall at a position close to the supporting surface.

[0151] In some embodiments, the landing time of the aircraft 110 on the movable platform 200 can be predicted; the relative displacement of the aircraft 110 and the movable platform 200 in the moving direction of the movable platform 200 can be predicted at the predicted landing time; if the predicted relative displacement is less than a preset displacement threshold, the speed of the motor 152 of the aircraft 110 is controlled to decrease.

[0152] In some embodiments, the aircraft 110 may be controlled to land toward the supporting surface of the movable platform 200. Before the aircraft 110 contacts the supporting surface of the movable platform 200, the thrust of the aircraft 110 may be controlled to decrease to within a preset thrust range, and / or the motor speed of the aircraft 110 may be controlled to decrease to within a preset speed range.

[0153] Specifically, the landing time of the aircraft 110 on the movable platform 200 can be predicted based on the current altitude difference between the aircraft 110 and the movable platform 200. Then, the relative displacement of the aircraft 110 and the movable platform 200 in the direction of motion of the movable platform 200 at the predicted landing time can be predicted based on the current speed of the aircraft 110, the current speed of the movable platform 200, and the predicted landing time.

[0154] Furthermore, the relative displacement E between the aircraft 110 and the movable platform 200 in the direction of motion of the movable platform 200 at the current moment can also be calculated. h (t cur ) and the relative displacement E between the aircraft 110 and the movable platform 200 in the direction of motion of the movable platform 200 after a period of time Δt h (t cur +Δt). If E h (t cur +Δt)<E h (t cur ), it means that the relative displacement is further reduced, and the aircraft 110 is continued to be controlled to land at the current motor speed; E h (t cur +Δt)>E h (t cur ), indicating that the relative displacement is increasing. At this time, if the relative displacement E h (t cur ) is less than the preset landing distance threshold d stop , the speed of the motor 152 of the aircraft 110 can be controlled to decrease. h (t cur ) is greater than or equal to the landing distance threshold d stop , it is determined that the landing has failed, and the aircraft 110 is controlled again to move away from the marking portion 270.

[0155] 18 , an embodiment of the present disclosure further provides a method for controlling an aircraft 110 , the method comprising:

[0156] Step S41: During the process of the aircraft 110 landing on the movable platform 200, the current relative displacement between the aircraft 110 and the movable platform 200 is obtained;

[0157] Step S42 : If the current relative displacement is less than the preset distance threshold, the rotation speed of the motor 152 of the aircraft 110 is controlled to decrease.

[0158] In this embodiment, the current relative displacement may be the relative displacement E between the aircraft 110 and the movable platform 200 in the direction of motion of the movable platform 200 at the current moment. h (tcur ). If the relative displacement E h (t cur ) is less than the preset landing distance threshold d stop , the speed of the motor 152 of the aircraft 110 can be controlled to decrease. h (t cur ) is greater than or equal to the landing distance threshold d stop , the landing is determined to have failed, and the aircraft 110 may be controlled to move away from the movable platform 200. Furthermore, the movable platform 200 may include a marking portion 270 for enhancing perception during the landing of the aircraft 110. Controlling the aircraft 110 away from the movable platform 200 may specifically involve controlling the aircraft 110 away from the marking portion 270. The specific implementation method can be found in the aforementioned embodiment and will not be further described here.

[0159] Furthermore, the landing time of the aircraft 110 on the movable platform 200 can be predicted; the relative displacement between the aircraft 110 and the movable platform 200 at the landing time can be predicted; if the predicted relative displacement is less than the preset displacement threshold, the speed of the motor 152 of the aircraft 110 is controlled to decrease.

[0160] In the embodiment of the present disclosure, before the aircraft 110 lands on the movable platform 200, as long as the current relative displacement between the aircraft 110 and the movable platform 200 is less than a preset distance threshold, the rotation speed of the motor 152 of the aircraft 110 can be controlled in advance to decrease, thereby reducing the impact of the wind field generated by the rotation of the propeller 153 on the position of the aircraft 110, thereby improving the control accuracy during the landing process.

[0161] Figure 19 shows a flow chart of the overall control process of the aircraft 110. After the aircraft 110 takes off, the aircraft 110 can be controlled to follow the movement of the movable platform 200. During the following process, if a landing command is received and it is determined that the movable platform 200 is in a relatively stable motion state, the aircraft 110 is controlled to land. If the landing fails (for example, the motion state of the movable platform 200 does not meet the preset motion conditions), the aircraft 110 is re-controlled to follow the movement of the movable platform 200. Specifically, during the re-following process, the aircraft 110 can be controlled to move away from the marking portion 270 of the movable platform 200. If the landing is successful, the aircraft 110 is controlled to stop the propellers. Alternatively, if it is determined that the landing is successful, the aircraft 110 can be controlled to stop the propellers before the aircraft 110 contacts the supporting surface of the movable platform 200.

[0162] The present disclosure also provides a control device for an aircraft 110. The aircraft 110 is equipped with a visual sensor 123 for collecting images. The device includes a processor configured to perform the following steps:

[0163] The aircraft 110 is controlled to follow the movable platform 200 based on the image of the movable platform 200 collected by the visual sensor 123;

[0164] In the process of following the movable platform 200, determining whether there is an obstacle on the left front side or the right front side in the moving direction of the movable platform 200;

[0165] If it is determined that there is an obstacle on the left front side, the aircraft 110 is controlled to move to the right side of the movable platform 200; if it is determined that there is an obstacle on the right front side, the aircraft 110 is controlled to move to the left side of the movable platform 200.

[0166] In some embodiments, when controlling the aircraft 110 to move to the right or left of the movable platform 200, the angle between the orientation of the visual sensor 123 of the aircraft 110 and the movement direction of the movable platform 200 gradually increases. In some embodiments, the angle gradually increases within a first preset angle range.

[0167] In some embodiments, at some moments in the process of controlling the aircraft 110 to move to the right or left side of the movable platform 200, the distance between the movable platform 200 and the obstacle is smaller than the distance between the aircraft 110 and the obstacle at the same moment.

[0168] In some embodiments, when controlling the aircraft 110 to move to the right or left side of the movable platform 200 , the orientation of the visual sensor 123 is inconsistent with the movement direction of the aircraft 110 .

[0169] In some embodiments, during a portion of the time when the aircraft 110 is controlled to move to the right or left side of the movable platform 200 , the movement speed of the aircraft 110 is greater than the movement speed of the movable platform 200 .

[0170] In some embodiments, at some moments in the process of controlling the aircraft 110 to move to the right or left side of the movable platform 200, the velocity component of the aircraft 110's movement speed in the direction of movement of the movable platform 200 is greater than the movement speed of the movable platform 200 in the direction of movement.

[0171] In some embodiments, during the process of controlling the aircraft 110 to move to the right or left side of the movable platform 200 , the distance between the aircraft 110 and the movable platform 200 is maintained within a preset distance range.

[0172] In some embodiments, when controlling the aircraft 110 to move to the right or left side of the movable platform 200, the angle between the direction of the optical axis of the visual sensor 123 and the direction of the line connecting the movable platform 200 and the aircraft 110 is within a second preset angle range.

[0173] The present disclosure also provides a control device for an aircraft 110, the device including a processor, the processor further configured to perform the following steps:

[0174] Obtaining traffic signs in the space where the movable platform 200 is located;

[0175] The movement trajectory of the aircraft 110 is adjusted according to the traffic signs.

[0176] In some embodiments, the processor is specifically configured to adjust the position of the aircraft 110 following the movable platform 200 according to traffic signs.

[0177] In some embodiments, the processor is specifically used to: obtain the position information of the movable platform 200 in space, control the aircraft 110 to follow the movement of the movable platform 200 based on the position information and traffic signs, and make the projection of the motion trajectory of the aircraft 110 during movement on the plane be within the area constrained by the traffic signs.

[0178] In some embodiments, the traffic sign is used to guide the movement direction of the movable platform 200, and the angle between the direction of the line connecting the aircraft 110 and the movable platform 200 and the movement direction guided by the traffic sign is smaller than a first preset angle.

[0179] In some embodiments, when controlling the aircraft 110 to move to the right or left side of the movable platform 200 , the movement trajectory of the aircraft 110 is further adjusted based on the type of the obstacle.

[0180] The present disclosure also provides a control device for an aircraft 110, the device including a processor, the processor further configured to perform the following steps:

[0181] receiving a landing instruction for instructing the aircraft 110 to land on the movable platform 200 , wherein the movable platform 200 includes a marking portion 270 , and the marking portion 270 is used to guide the aircraft 110 to land toward the marking portion 270 ;

[0182] Control the aircraft 110 to move away from the marking portion 270 and obtain imaging features of the marking portion 270 through the visual sensor 123 on the aircraft 110;

[0183] The relative posture of the aircraft 110 and the marking portion 270 is adjusted based on the imaging features, and the aircraft 110 lands toward the marking portion 270 after the posture adjustment.

[0184] In some embodiments, the processor is specifically configured to control the aircraft 110 to move away from the marking portion 270 in a reference direction, where the reference direction is a direction opposite to the landing direction of the aircraft 110 .

[0185] In some embodiments, the processor is specifically used to: control the aircraft 110 to rise in the vertical direction so that the aircraft 110 moves away from the marking portion 270 in the vertical direction; and / or reduce the speed of the aircraft 110 in the horizontal direction so that a speed difference is formed between the aircraft 110 and the movable platform 200 in the horizontal direction, and the aircraft 110 moves away from the marking portion 270 in the horizontal direction through the speed difference.

[0186] In some embodiments, the processor is specifically configured to select a target vision sensor 123 from a plurality of vision sensors 123 with different orientations on the aircraft 110 to obtain imaging features of the marking portion 270 .

[0187] In some embodiments, the marking portion 270 includes a reference surface, and the reference surface includes a marking pattern; if the angle between the reference surface of the marking portion 270 and the horizontal plane is less than a second preset angle, the target visual sensor 123 includes a first visual sensor 123; if the pitch angle between the reference surface of the marking portion 270 and the horizontal plane is greater than or equal to the second preset angle, the target visual sensor 123 includes a second visual sensor 123; wherein, the first visual sensor 123 faces downward of the aircraft 110; and the second visual sensor 123 faces to the side of the aircraft 110.

[0188] In some embodiments, the movable platform 200 includes a carrying surface for carrying the aircraft 110 , and the marking portion 270 is located on the carrying surface.

[0189] In some embodiments, the processor is further used to perform the following steps: in the process of acquiring the imaging features of the marking portion 270 through the visual sensor 123 on the aircraft 110, controlling the motion trajectory of the aircraft 110 so that the marking portion 270 is at a specified position of the image captured by the visual sensor 123.

[0190] In some embodiments, during the descent of the aircraft 110 toward the marking portion 270 , the trajectory of the aircraft 110 includes a trajectory segment in which the altitude first decreases and then increases.

[0191] In some embodiments, in a trajectory segment, a minimum value of the altitude of the trajectory points of the aircraft 110 is lower than the altitude of the marker 270 .

[0192] In some embodiments, during the descent of the aircraft 110 toward the marking portion 270, the trajectory of the aircraft 110 includes the following trajectory segments in sequence: a first trajectory segment in which the altitude is descending, a second trajectory segment in which the altitude is ascending, and a third trajectory segment in which the altitude is descending, and the altitude to which the aircraft 110 descends in the first trajectory segment is greater than the altitude to which the aircraft 110 descends in the third trajectory segment.

[0193] In some embodiments, the processor is further configured to execute the following steps: during the landing of the aircraft 110 toward the marking portion 270 of the movable platform 200 , if it is detected that the motion state of the marking portion 270 does not meet the preset motion conditions, the aircraft 110 is controlled to move away from the marking portion 270 .

[0194] In some embodiments, when the distance between the aircraft 110 and the marking portion 270 is less than a preset distance threshold, the propeller plane of the aircraft 110 remains parallel to the supporting surface of the movable platform 200 .

[0195] In some embodiments, before the aircraft 110 contacts the supporting surface of the movable platform 200 , the thrust of the aircraft 110 is reduced to within a preset thrust range; and / or the speed of the motor 152 of the aircraft 110 is reduced to within a preset speed range.

[0196] In some embodiments, the processor is further used to perform the following steps: predicting the landing time of the aircraft 110 on the movable platform 200; predicting the relative displacement of the aircraft 110 and the movable platform 200 in the movement direction of the movable platform 200 at the predicted landing time; if the predicted relative displacement is less than a preset displacement threshold, controlling the speed of the motor 152 of the aircraft 110 to decrease.

[0197] The present disclosure also provides a control device for an aircraft 110, the device including a processor, the processor further configured to perform the following steps:

[0198] During the process of the aircraft 110 landing on the movable platform 200, obtaining the current relative displacement between the aircraft 110 and the movable platform 200;

[0199] If the current relative displacement is less than the preset distance threshold, the rotation speed of the motor 152 of the aircraft 110 is controlled to decrease.

[0200] In some embodiments, the processor is further used to perform the following steps: controlling the aircraft 110 to land toward the supporting surface of the movable platform 200; controlling the thrust of the aircraft 110 to be reduced to within a preset thrust range before the aircraft 110 contacts the supporting surface of the movable platform 200; and / or controlling the motor speed of the aircraft 110 to be reduced to within a preset speed range.

[0201] In some embodiments, the processor is specifically used to: predict the landing time of the aircraft 110 on the movable platform 200; predict the relative displacement between the aircraft 110 and the movable platform 200 at the landing time; if the predicted relative displacement is less than a preset displacement threshold, control the speed of the motor 152 of the aircraft 110 to decrease.

[0202] The present disclosure also provides a control device for an aircraft 110, the device including a processor, the processor further configured to perform the following steps:

[0203] The aircraft 110 is controlled to follow the movable platform 200 based on the image of the movable platform 200 collected by the visual sensor 123;

[0204] In the process of following the movable platform 200, determining whether there is an obstacle inside the turning direction of the movable platform 200;

[0205] If it is determined that there is an obstacle on the inner side of the turning direction, the aircraft 110 is controlled to move toward the outer side of the turning direction.

[0206] The functions performed by the processor in the above device embodiment are detailed in the above method embodiment and will not be repeated here.

[0207] An embodiment of the present disclosure further provides a computer-readable storage medium having a computer program stored thereon, which implements the method described in any of the aforementioned embodiments when the program is executed by a processor.

[0208] Computer-readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory computer-readable media (transitory media), such as modulated data signals and carrier waves.

[0209] The present disclosure also provides an aircraft 110, which includes:

[0210] A visual sensor 123 is used to capture images of the movable platform 200;

[0211] The flight controller 161 is used to control the aircraft 110 to follow the movable platform 200 in space based on images; in the process of following the movable platform 200, determine whether there is an obstacle on the left front side or the right front side in the movement direction of the movable platform 200; if it is determined that there is an obstacle on the left front side, control the aircraft 110 to move to the right side of the movable platform 200; if it is determined that there is an obstacle on the right front side, control the aircraft 110 to move to the left side of the movable platform 200.

[0212] The present disclosure also provides an aircraft 110, which includes:

[0213] The visual sensor 123 is used to obtain imaging features of the marking portion 270 on the movable platform 200 , and the marking portion 270 is used to guide the aircraft 110 to land toward the marking portion 270 ;

[0214] The flight controller 161 is used to receive a landing instruction for instructing the aircraft 110 to land on the movable platform 200; control the aircraft 110 to move away from the marking part 270; adjust the relative posture of the aircraft 110 and the marking part 270 based on the imaging characteristics, and land towards the marking part 270 after the posture adjustment.

[0215] The present disclosure also provides an aircraft 110, which includes:

[0216] The motor 152 is used to provide power for the flight of the aircraft 110;

[0217] The flight controller 161 is used to obtain the current relative displacement between the aircraft 110 and the movable platform 200 during the process of the aircraft 110 landing on the movable platform 200; if the current relative displacement is less than a preset distance threshold, the speed of the motor 152 of the aircraft 110 is controlled to decrease.

[0218] Through the description of the above implementation methods, it can be known that those skilled in the art can clearly understand that the embodiments of this specification can be implemented by means of software plus a necessary general hardware platform. Based on this understanding, the technical solutions of the embodiments of this specification, or the part that contributes to the prior art, can be embodied in the form of a software product, which can be stored in a storage medium such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or certain parts of the embodiments of this specification.

[0219] The systems, devices, modules, or units described in the above embodiments may be implemented by computer chips or entities, or by products having certain functions. A typical implementation device is a computer, which may be in the form of a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email transceiver, game console, tablet computer, wearable device, or any combination of these devices.

[0220] The various technical features in the above embodiments can be arbitrarily combined as long as there is no conflict or contradiction between the combinations of features. However, due to space limitations, they are not described one by one. Therefore, any combination of the various technical features in the above embodiments also falls within the scope of this disclosure.

[0221] Other embodiments of the present disclosure will readily occur to those skilled in the art upon consideration and practice of the disclosure herein. This disclosure is intended to cover any variations, uses, or adaptations of the present disclosure that follow from the general principles of the present disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the present disclosure being indicated by the following claims.

[0222] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes can be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

[0223] The above description is only a preferred embodiment of the present disclosure and is not intended to limit the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A method for controlling an aircraft, wherein the aircraft is equipped with a visual sensor for collecting images, the method comprising: Controlling the aircraft to follow the movable platform based on the image of the movable platform collected by the visual sensor; In the process of following the movable platform, determining whether there is an obstacle on the left front side or the right front side in the moving direction of the movable platform; If it is determined that there is an obstacle on the left front side, the aircraft is controlled to move to the right side of the movable platform; if it is determined that there is an obstacle on the right front side, the aircraft is controlled to move to the left side of the movable platform.

2. The method according to claim 1, further comprising: determining a turning direction of the movable platform; determining whether the obstacle is located inside the turning direction; If it is determined that there is an obstacle on the left front side, the aircraft is controlled to move to the right side of the movable platform; If it is determined that there is an obstacle on the right front side, controlling the aircraft to move to the left side of the movable platform includes: Determining that there is an obstacle on the left front side and that the obstacle is located inside the turning direction, and controlling the aircraft to move to the right side of the movable platform; If it is determined that there is an obstacle on the right front side and the obstacle is located inside the turning direction, the aircraft is controlled to move to the left side of the movable platform. 3 . The method according to claim 1 , wherein during the process of following the movable platform, if the obstacle does not exist, the aircraft keeps following behind the movable platform.

4. According to the method of claim 1, in the process of controlling the aircraft to move to the right or left side of the movable platform, the angle between the direction of the visual sensor of the aircraft and the movement direction of the movable platform gradually increases. The method according to claim 4 , wherein the angle gradually increases within a first preset angle range.

6. The method according to claim 1, wherein the process of controlling the aircraft to move to the right side or the left side of the movable platform comprises one or more of the following situations: Controlling the aircraft to move to the right or left side of the movable platform at some moments, the distance between the movable platform and the obstacle is smaller than the distance between the aircraft and the obstacle at the same moment; In the process of controlling the aircraft to move to the right or left side of the movable platform, the orientation of the visual sensor is inconsistent with the movement direction of the aircraft; During the period of controlling the aircraft to move to the right or left side of the movable platform, the aircraft The movement speed of the actuator is greater than the movement speed of the movable platform.

7. According to the method of claim 6, at some moments in the process of controlling the aircraft to move to the right or left side of the movable platform, the velocity component of the aircraft's movement speed in the movement direction of the movable platform is greater than the movement speed of the movable platform in the movement direction.

8. The method according to claim 1, wherein during the process of controlling the aircraft to move to the right side or the left side of the movable platform, the distance between the aircraft and the movable platform is maintained within a preset distance range.

9. According to the method of claim 1, in the process of controlling the aircraft to move to the right side or the left side of the movable platform, the angle between the direction of the optical axis of the visual sensor and the direction of the line connecting the movable platform and the aircraft is within a second preset angle range.

10. The method according to claim 1, further comprising: include: Obtaining a traffic sign in the space where the movable platform is located; The position of the aircraft following the movable platform is adjusted according to the traffic sign.

11. The method according to claim 10, wherein the traffic sign is used to indicate that the movable platform moves within a restricted area, and a projection of a motion trajectory of the aircraft in the process of following the movable platform on a plane is located within the restricted area.

12. The method according to claim 11, wherein the traffic sign is used to guide the movement direction of the movable platform, and the angle between the direction of the line connecting the aircraft and the movable platform and the movement direction guided by the traffic sign is less than a first preset angle.

13. The method according to claim 1, in the process of controlling the aircraft to move to the right side or the left side of the movable platform, the movement trajectory of the aircraft is also adjusted based on the type of the obstacle.

14. The method according to claim 1, further comprising: receiving a landing instruction for instructing an aircraft to land on a movable platform, wherein the movable platform includes a marking portion, and the marking portion is used to guide the aircraft to land toward the marking portion; Controlling the aircraft to move away from the marking portion, and acquiring imaging features of the marking portion through a visual sensor on the aircraft; The relative posture between the aircraft and the marking portion is adjusted based on the imaging feature so that the aircraft lands toward the marking portion.

15. The method according to claim 14, wherein the step of controlling the aircraft to move away from the marking portion comprises: The aircraft is controlled to move away from the marking portion in a reference direction, where the reference direction is a direction opposite to a landing direction of the aircraft.

16. The method according to claim 14, wherein the step of controlling the aircraft to move away from the marking portion comprises: Controlling the aircraft to rise in a vertical direction so that the aircraft is vertically away from the marking portion; and / or The speed of the aircraft in the horizontal direction is reduced so that a speed difference is formed between the aircraft and the movable platform in the horizontal direction, and the aircraft is moved away from the marking portion in the horizontal direction by the speed difference.

17. The method according to claim 14, 15 or 16, wherein the imaging features of the marking portion acquired by the visual sensor on the aircraft include: A target visual sensor is selected from a plurality of visual sensors with different orientations on the aircraft to obtain the imaging features of the marking portion.

18. The method according to claim 17, wherein the marking portion comprises a reference surface, and the reference surface comprises a marking pattern; If the angle between the reference plane of the marking portion and the horizontal plane is less than a second preset angle, the target visual sensor includes a first visual sensor; If the pitch angle between the reference plane of the marking portion and the horizontal plane is greater than or equal to a second preset angle, the target visual sensor includes a second visual sensor; in, The first visual sensor faces downward of the aircraft; the second visual sensor faces sideways of the aircraft. 19 . The method according to claim 18 , wherein the movable platform comprises a carrying surface for carrying the aircraft, and the marking portion is located on the carrying surface.

20. The method according to claim 14, further comprising: In the process of acquiring the imaging features of the marking part by the visual sensor on the aircraft, the motion trajectory of the aircraft is controlled so that the marking part is located at a specified position of the image collected by the visual sensor.

21. The method according to claim 14, wherein during the process of the aircraft descending toward the marking portion, the trajectory of the aircraft includes a trajectory segment in which the altitude first decreases and then increases. 22 . The method according to claim 21 , wherein in the trajectory segment, a minimum value of the altitude of the trajectory points of the aircraft is lower than the altitude of the marking portion.

23. According to the method of claim 14, during the process of the aircraft descending toward the marking portion, the trajectory of the aircraft includes the following trajectory segments in sequence: a first trajectory segment with a descending altitude, a second trajectory segment with an ascending altitude, and a third trajectory segment with a descending altitude, and the altitude to which the aircraft descends in the first trajectory segment is greater than the altitude to which the aircraft descends in the third trajectory segment.

24. The method according to claim 14, further comprising: During the process of the aircraft landing toward the marking portion of the movable platform, if it is detected that the motion state of the marking portion does not meet the preset motion condition, the aircraft is controlled to move away from the marking portion.

25. The method according to claim 19, wherein when the distance between the aircraft and the marking portion is less than a preset distance threshold, a propeller plane of the aircraft remains parallel to a supporting surface of the movable platform.

26. The method of claim 1, further comprising: The aircraft is controlled to land toward the bearing surface of the movable platform. Before the aircraft contacts the bearing surface of the movable platform, the thrust of the aircraft is reduced to within a preset thrust range; and / or the motor speed of the aircraft is reduced to within a preset speed range.

27. The method according to claim 26, further comprising: Predicting the landing time of the aircraft on the movable platform; Predicting the relative displacement between the aircraft and the movable platform in the moving direction of the movable platform at the predicted landing time; If the predicted relative displacement is less than the preset displacement threshold, the motor speed of the aircraft is controlled to decrease.

28. A control device for an aircraft, the aircraft carrying a visual sensor for collecting images, the device comprising a processor, the processor being configured to perform the following steps: Controlling the aircraft to follow the movable platform based on the image of the movable platform collected by the visual sensor; In the process of following the movable platform, determining whether there is an obstacle on the left front side or the right front side in the moving direction of the movable platform; If it is determined that there is an obstacle on the left front side, the aircraft is controlled to move to the right side of the movable platform; if it is determined that there is an obstacle on the right front side, the aircraft is controlled to move to the left side of the movable platform.

29. The apparatus of claim 28, wherein the processor is configured to perform the following steps: Determining a turning direction of the movable platform; determining whether the obstacle is located inside the turning direction; If it is determined that there is an obstacle on the left front side and the obstacle is located on the inside of the turning direction, the aircraft is controlled to move to the right side of the movable platform; if it is determined that there is an obstacle on the right front side and the obstacle is located on the inside of the turning direction, the aircraft is controlled to move to the left side of the movable platform.

30. The device according to claim 28, wherein in the process of following the movable platform, if the obstacle does not exist, the aircraft keeps following behind the movable platform.

31. The device according to claim 28, in the process of controlling the aircraft to move to the right side or the left side of the movable platform, the angle between the direction of the visual sensor of the aircraft and the movement direction of the movable platform gradually increases.

32. The device according to claim 31, wherein the angle gradually increases within a first preset angle range.

33. The device according to claim 28, wherein the process of controlling the aircraft to move to the right or left side of the movable platform comprises one or more of the following situations: Controlling the aircraft to move to the right or left side of the movable platform at some moments, the distance between the movable platform and the obstacle is smaller than the distance between the aircraft and the obstacle at the same moment; In the process of controlling the aircraft to move to the right or left side of the movable platform, the orientation of the visual sensor is inconsistent with the movement direction of the aircraft; At some moments in the process of controlling the aircraft to move to the right side or the left side of the movable platform, the movement speed of the aircraft is greater than the movement speed of the movable platform.

34. The device according to claim 33 controls the aircraft to move to the right or left side of the movable platform at some moments in which the velocity component of the aircraft's movement speed in the movement direction of the movable platform is greater than the movement speed of the movable platform in the movement direction.

35. The device according to claim 28, wherein during the process of controlling the aircraft to move to the right side or the left side of the movable platform, the distance between the aircraft and the movable platform is maintained within a preset distance range.

36. According to the device of claim 28, in the process of controlling the aircraft to move to the right or left side of the movable platform, the angle between the direction of the optical axis of the visual sensor and the direction of the line connecting the movable platform and the aircraft is within a second preset angle range.

37. The apparatus of claim 28, wherein the processor is further configured to perform the following steps: Obtaining a traffic sign in the space where the movable platform is located; The position of the aircraft following the movable platform is adjusted according to the traffic sign.

38. The device according to claim 37, wherein the traffic sign is used to indicate that the movable platform moves within a restricted area, and a projection of a motion trajectory of the aircraft in the process of following the movable platform on a plane is located within the restricted area.

39. According to the device of claim 38, the traffic sign is used to guide the movement direction of the movable platform, and the angle between the direction of the line connecting the aircraft and the movable platform and the movement direction guided by the traffic sign is less than a first preset angle.

40. The device according to claim 28, in the process of controlling the aircraft to move to the right side or the left side of the movable platform, the movement trajectory of the aircraft is also adjusted based on the type of the obstacle.

41. The apparatus of claim 28, wherein the processor is further configured to: Receive a landing instruction for instructing the aircraft to land on a movable platform, wherein the movable platform includes a marker The marking portion is used to guide the aircraft to land toward the marking portion; Controlling the aircraft to move away from the marking portion, and acquiring imaging features of the marking portion through a visual sensor on the aircraft; The relative posture of the aircraft and the marking portion is adjusted based on the imaging feature, and the aircraft lands toward the marking portion after the posture adjustment.

42. The apparatus according to claim 41, wherein the processor is specifically configured to: The aircraft is controlled to move away from the marking portion in a reference direction, where the reference direction is a direction opposite to a landing direction of the aircraft.

43. The apparatus according to claim 41, wherein the processor is specifically configured to: Controlling the aircraft to rise in a vertical direction so that the aircraft moves away from the marking portion in the vertical direction; and / or The speed of the aircraft in the horizontal direction is reduced so that a speed difference is formed between the aircraft and the movable platform in the horizontal direction, and the aircraft is moved away from the marking portion in the horizontal direction by the speed difference.

44. The apparatus according to claim 41, 42 or 43, wherein the processor is specifically configured to: A target visual sensor is selected from a plurality of visual sensors with different orientations on the aircraft to obtain the imaging features of the marking portion.

45. The device according to claim 44, wherein the marking portion comprises a reference surface, and the reference surface comprises a marking pattern; If the angle between the reference plane of the marking portion and the horizontal plane is less than a second preset angle, the target visual sensor includes a first visual sensor; If the pitch angle between the reference plane of the marking portion and the horizontal plane is greater than or equal to a second preset angle, the target visual sensor includes a second visual sensor; in, The first visual sensor faces downward of the aircraft; the second visual sensor faces sideways of the aircraft.

46. ​​The device according to claim 45, wherein the movable platform comprises a carrying surface for carrying the aircraft, and the marking portion is located on the carrying surface.

47. The apparatus of claim 41, wherein the processor is further configured to perform the following steps: In the process of acquiring the imaging features of the marking part by the visual sensor on the aircraft, the motion trajectory of the aircraft is controlled so that the marking part is located at a specified position of the image collected by the visual sensor.

48. The device according to claim 41, wherein during the process of the aircraft descending toward the marking portion, the trajectory of the aircraft includes a trajectory segment in which the altitude first decreases and then increases.

49. The apparatus according to claim 48, wherein in the trajectory segment, a minimum value of the altitude of the trajectory points of the aircraft is lower than the altitude of the marking portion.

50. According to the device of claim 41, in the process of the aircraft descending toward the marking part, the trajectory of the aircraft includes the following trajectory segments in sequence: a first trajectory segment with a descending altitude, a second trajectory segment with an ascending altitude, and a third trajectory segment with a descending altitude, and the altitude to which the aircraft descends in the first trajectory segment is greater than the altitude to which the aircraft descends in the third trajectory segment.

51. The apparatus of claim 41, wherein the processor is further configured to perform the following steps: During the process of the aircraft landing toward the marking portion of the movable platform, if it is detected that the motion state of the marking portion does not meet the preset motion condition, the aircraft is controlled to move away from the marking portion.

52. The device according to claim 46, wherein when the distance between the aircraft and the marking portion is less than a preset distance threshold, a propeller plane of the aircraft remains parallel to a supporting surface of the movable platform.

53. The apparatus of claim 28, wherein the processor is further configured to: Controlling the aircraft to land toward the bearing surface of the movable platform; Before the aircraft contacts the bearing surface of the movable platform, the thrust of the aircraft is controlled to be reduced to within a preset thrust range; and / or the motor speed of the aircraft is controlled to be reduced to within a preset speed range.

54. The apparatus of claim 53, wherein the processor is further configured to perform the following steps: Predicting the landing time of the aircraft on the movable platform; Predicting the relative displacement between the aircraft and the movable platform in the moving direction of the movable platform at the predicted landing time; If the predicted relative displacement is less than the preset displacement threshold, the motor speed of the aircraft is controlled to decrease.

55. A computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the method of any one of claims 1 to 27.

56. An aircraft, comprising: A visual sensor for collecting images of the movable platform; A flight controller, for controlling the aircraft to move in space following the movable platform based on the image; In the process of following the movable platform, determine whether there is an obstacle on the left front side or the right front side in the moving direction of the movable platform; if it is determined that there is an obstacle on the left front side, control the aircraft to move to the right side of the movable platform; if it is determined that there is an obstacle on the right front side, control the aircraft to move to the left side of the movable platform.

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