Safety detection method and device for multiple homing routes of unmanned aerial vehicle and electronic equipment

Abstract

The invention relates to a safety detection method and device for multiple homing routes of unmanned aerial vehicles and electronic equipment, relates to the field of unmanned aerial vehicles, and solves the technical problem that potential safety hazards existing in the linear homing process can be detected in initial route planning of one-station-control multi-vehicle. The method comprises the following steps: S100, generating at least two unmanned aerial vehicle route convex spaces according to coordinate values of waypoints in at least two unmanned aerial vehicle routes; step S200, judging whether the convex spaces of the unmanned aerial vehicle route intersect or not, if so, determining that the unmanned aerial vehicle route is not safe, and otherwise, entering step S220; s220, detecting whether intervisibility exists between adjacent waypoints, between a starting waypoint and other waypoints, and between the starting waypoint and one or more interpolation points on each leg in the course of the unmanned aerial vehicle, and if not, calculating a height added value required by intervisibility; and step S600, according to the height added value of each waypoint in the unmanned aerial vehicle route, updating the initial height value of each waypoint in the unmanned aerial vehicle route.

Description

Technical Field

[0001] The present invention relates to the field of unmanned aerial vehicles, and in particular to a safety detection method, device and electronic equipment for multiple unmanned aerial vehicle homing routes. Background Art

[0002] In recent years, with the widespread and in-depth application of drone systems in multiple fields such as industry, agriculture, and military, the number of drones required to complete a task is increasing. For example, in the application scenarios of spraying operations in the agricultural field, fire scene reconnaissance and auxiliary firefighting in the fire emergency field, and cargo transportation in the logistics field, multiple drones are required to cooperate to complete the task. In the past, the mode of one ground station software controlling one drone has been increasingly unable to keep up with the needs of the rapid development of drone technology. One ground station controls multiple or even dozens of drones (that is, one station controls multiple drones) and has become an important research direction in the current drone field. The benefits of one station controlling multiple drones are obvious in terms of improving work efficiency, optimizing resource allocation, enhancing combat capabilities, and reducing costs. At the same time, benefits will bring new challenges. A primary issue is: how to ensure the safe flight of multiple drones. Route safety generally includes three levels of content: first, the drone route cannot collide with the terrain; second, there must be no conflict between drone routes; third, the drone cannot conflict with other routes when it breaks the link and returns to the destination;

[0003] The drone may experience link interruption or other emergencies at any time during flight, at which time the drone flight control system will trigger the link break homing operation. Compared with other homing modes, straight-line homing is the best choice. The benefits of straight-line homing are mainly reflected in improving return efficiency and safety. In this mode, the drone will return directly along the shortest path, avoiding detours or getting lost in complex environments, thereby greatly shortening the return time. This mode is particularly suitable for emergency situations, such as when the battery is low or an emergency requires a quick return to the base, and can ensure that the drone returns to the take-off point quickly and safely.

[0004] But in general, due to route design reasons, people dare not rashly perform straight-line homing, and generally choose the relatively safe original route homing mode. Due to the uncertainty of the homing point location, choosing straight-line homing will bring two potential risk points. One is that the straight-line homing process may conflict with the terrain in the middle; the other is that the straight-line homing process may conflict with other drones flying in the same area, because other drones may also be performing straight-line homing flights at this time. How to avoid these two potential risk points in the initial route planning has become an important issue in the design of one-stop multi-machine routes. Because as long as these two worries are resolved, the drone can choose the straight-line homing mode at any time when the homing operation is triggered. Summary of the invention

[0005] In view of the above analysis, the embodiments of the present invention aim to provide a method, device and electronic equipment for safety detection of multiple UAV homing routes, so as to solve the technical problem of being able to detect safety hazards in the straight-line homing process in the initial route planning of controlling multiple drones at one station.

[0006] In a first aspect, an embodiment of the present invention provides a method for detecting the safety of multiple drone return routes, characterized in that the method comprises the following steps:

[0007] Step S100: generating at least two UAV route convex spaces according to the coordinate values ​​of the waypoints in at least two UAV routes;

[0008] Step S200: Determine whether the convex spaces of the drone routes intersect. If so, the drone routes are not safe. Otherwise, proceed to step S220.

[0009] Step S220: Detect whether there is line of sight between adjacent waypoints in the UAV route, between the starting waypoint and other waypoints, and between the starting waypoint and one or more interpolation points on each flight segment. If there is no line of sight, calculate the height increase required for line of sight;

[0010] Step S600: updating the initial altitude value of each waypoint in the UAV route according to the altitude increase value of each waypoint in the UAV route.

[0011] Based on the further improvement of the above method, step S220 includes:

[0012] Step S300: sequentially detecting whether there is line of sight between adjacent waypoints in the UAV route, if all adjacent waypoints are line of sight, proceeding to step S400; otherwise, calculating the height increase value required for line of sight;

[0013] Step S400: sequentially detecting whether there is line of sight between the starting waypoint and other waypoints in the UAV route, if all other waypoints and the starting waypoint have line of sight, proceeding to step S500; otherwise, calculating the height increase value required for line of sight;

[0014] Step S500: sequentially detecting whether the starting waypoint in the UAV route and one or more first interpolation points on each flight segment in the UAV route are in line of sight, if the one or more first interpolation points on all the flight segments are in line of sight with the starting waypoint, then proceeding to step S600; otherwise, calculating the height increase value required for line of sight;

[0015] Based on the further improvement of the above method, step S100 includes:

[0016] Step A100: according to the latitude and longitude coordinate values ​​of the waypoints in each UAV route, determine a first target point from the waypoints and set the first target point as the current target point;

[0017] Step A200: determining the next target point from the remaining waypoints according to the azimuths of the current target point and the remaining waypoints, wherein the starting direction of the azimuth of the current target point is the vector direction from the previous target point to the current target point, and the starting direction of the azimuth of the first target point is the vector direction from the first target point to the target direction;

[0018] Step A300: determining whether the next target point coincides with the first target point, if so, proceeding to step A400, otherwise, setting the next target point as the current target point and returning to step A200;

[0019] Step A400: sequentially connect all target points and generate a convex space according to the height values ​​of the waypoints in the UAV route.

[0020] Based on the further improvement of the above method, step S100 further includes:

[0021] Step A500: Determine the boundary of the buffer zone of the convex space according to the positional relationship between the centroid of the convex hull formed by sequentially connecting all target points and the edge of the convex hull.

[0022] Based on the further improvement of the above method, the step S200 of determining whether the convex spaces of the drone routes intersect includes:

[0023] Step B100: determining whether the height ranges between the convex spaces of the drone routes intersect, if not, there is no conflict between the drone routes; otherwise, proceeding to step B200;

[0024] Step B200: Determine whether the boundary lines between the convex spaces of the drone routes intersect, if so, there is a conflict between the drone routes; otherwise, proceed to step B300;

[0025] Step B300: Determine whether there is an inclusion relationship between the convex spaces of the drone routes. If so, there is a conflict between the drone routes; otherwise, there is no conflict between the drone routes.

[0026] Based on further improvement of the above method, the height increase value required for calculating the visibility in step S300 includes:

[0027] Step C100: acquiring the elevation values ​​of one or more second interpolation points on the flight segment where the adjacent waypoints are located according to the latitude and longitude values ​​of each waypoint among the adjacent waypoints that are not in line of sight;

[0028] Step C200: determining the shielding height value of the second interpolation point according to the initial height value of each waypoint in the adjacent waypoints and the elevation value of the second interpolation point;

[0029] Step C300: selecting a maximum occlusion height value from one or more occlusion height values ​​of the second interpolation point; and

[0030] Step C400: updating the height increase value of each of the adjacent waypoints according to the maximum obstruction height value.

[0031] Based on further improvement of the above method, the calculation of the height increase value required for visibility in step S400 includes:

[0032] Step D201: acquiring, according to the latitude and longitude values ​​of the other waypoints that are not in line of sight with the starting waypoint and the starting waypoint, the elevation values ​​of one or more second interpolation points on the virtual segment determined by the other waypoints that are not in line of sight with the starting waypoint and the starting waypoint;

[0033] Step D202: determining the blocked height value of the second interpolation point on the virtual flight segment according to the other waypoints that are not in line of sight with the starting waypoint and the initial altitude value of the starting waypoint and the altitude value of the second interpolation point on the virtual flight segment;

[0034] Step D203: Selecting a maximum obstruction height value from the obstruction height values ​​of the second interpolation points on one or more of the virtual flight segments; and

[0035] Step D204: updating the height increase values ​​of the other waypoints that are not in line of sight with the starting waypoint and the starting waypoint according to the maximum obstruction height value.

[0036] Based on the further improvement of the above method, the calculation of the height increase value required for visibility in step S500 includes:

[0037] Step D301: acquiring, according to the latitude and longitude values ​​of the first interpolation point that is not in line of sight with the starting waypoint and the starting waypoint, the elevation values ​​of one or more second interpolation points on a virtual flight segment determined by the first interpolation point that is not in line of sight with the starting waypoint and the starting waypoint;

[0038] Step D302: determining the blocked height value of the second interpolation point on the virtual flight segment according to the first interpolation point that is not in line of sight with the starting flight segment and the initial height value of the starting flight segment and the elevation value of the second interpolation point on the virtual flight segment;

[0039] Step D303: Selecting a maximum obstruction height value from the obstruction height values ​​of the second interpolation points on one or more of the virtual flight segments; and

[0040] Step D304: updating the height increase values ​​of two waypoints of the flight segment where the first interpolation point is located and which has no line of sight with the starting waypoint according to the maximum obstruction height value.

[0041] In a second aspect, an embodiment of the present invention further provides a safety detection device for multiple drone return routes, characterized in that it includes:

[0042] A convex space generation module is configured to generate at least two UAV route convex spaces according to the coordinate values ​​of the waypoints in at least two UAV routes;

[0043] A convex space conflict detection module is configured to determine whether the convex spaces of the drone routes intersect, if so, the drone routes are not safe, otherwise the detection module is called;

[0044] A detection module is configured to detect whether there is line of sight between adjacent waypoints in the UAV route, between the starting waypoint and other waypoints, and between the starting waypoint and one or more interpolation points on each flight segment, and if there is no line of sight, calculate the height increase value required for line of sight;

[0045] The updating module is configured to update the initial altitude value of each waypoint in the UAV route according to the altitude increase value of each waypoint in the UAV route.

[0046] In a third aspect, an embodiment of the present invention further provides an electronic device, including:

[0047] at least one processor; and

[0048] A memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the method for safety detection of multiple UAV homing routes as described in any one of the first aspect of the present invention.

[0049] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0050] 1. The present invention utilizes the characteristics of convex space to connect the UAV's straight-line return route design, which effectively solves the safety problems that may be caused by the uncertainty of time and position when the UAV triggers a straight-line return during flight.

[0051] 2. The present invention uses a variety of different line-of-sight analysis detection methods to detect conflicts between the route and the terrain, ensuring the absolute safety of the route relative to the terrain.

[0052] 3. The present invention can greatly increase the detection efficiency by introducing the height increase value of the waypoint through line of sight analysis detection of the route at one time.

[0053] 4. The present invention provides a comprehensive detection method for the straight-line return route of a UAV, which takes into account both the high efficiency of the detection and the safety of the route.

[0054] In the present invention, the above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can become obvious from the description, or can be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings are only used for the purpose of illustrating specific embodiments and are not to be considered as limiting the present invention. In the entire drawings, the same reference symbols represent the same components;

[0056] Figure 1 A schematic flow chart of a method for detecting the safety of multiple UAV homing routes according to an embodiment of the present invention is shown.

[0057] Figure 2 A conceptual schematic diagram of a drone route in an embodiment of the present invention is shown.

[0058] Figure 3 A schematic flow chart of a method for generating a convex space of a UAV route according to an embodiment of the present invention is shown.

[0059] Figure 4 An example of a two-dimensional convex hull generated by a method according to an embodiment of the present invention is shown.

[0060] Figure 5 A schematic flow chart of a method for generating a convex space of a UAV route according to another embodiment of the present invention is shown.

[0061] Figure 6 An example of the buffer zone of the convex space formed according to steps A10 to A30 is shown.

[0062] Figure 7-1 to Figure 7-3 Three examples of intersecting convex spaces according to embodiments of the present invention are shown.

[0063] Figure 8 A diagram showing a principle example of line of sight analysis according to an embodiment of the present invention is shown.

[0064] Fig. 9 A schematic diagram showing a second interpolation point of a flight segment according to an embodiment of the present invention is shown.

[0065] Fig.10 An example of calculating the occlusion height value of the second interpolation point is shown.

[0066] Fig.11 An example of sequentially detecting whether there is line of sight between a starting waypoint and other waypoints in a drone route according to an embodiment of the present invention is shown.

[0067] Fig.12 An example of sequentially detecting whether there is line of sight between a starting waypoint in a drone route and one or more first interpolation points on each flight segment in the drone route according to an embodiment of the present invention is shown.

[0068] Fig.13 An exemplary block diagram of a device for detecting the safety of multiple drone return routes according to an embodiment of the present invention is shown.

[0069] Fig.14 A schematic block diagram of an example electronic device 900 that may be used to implement embodiments of the present disclosure is shown. DETAILED DESCRIPTION

[0070] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0071] Figure 1 FIG. 1 is a flow chart showing a method for detecting the safety of multiple drone return routes according to an embodiment of the present invention. Figure 1 As shown, the safety detection method of multiple drone homing routes includes the following steps:

[0072] Step S100: generating at least two UAV route convex spaces according to the coordinate values ​​of the waypoints in at least two UAV routes.

[0073] The drone route in this embodiment may be a manually drawn route. In this embodiment, the manually drawn route data may be obtained through an imported route file. The route data here includes the latitude and longitude data and altitude data of each waypoint in the route. Figure 2 FIG. 1 is a conceptual diagram of a drone route in an embodiment of the present invention. Figure 2 As shown in the left figure, four waypoints can be marked on the two-dimensional map first ( Figure 2The waypoints are marked as A, B, C, and D in the figure), and then each waypoint is connected in sequence along the direction of flight by manual connection to form a route. The figure on the right shows the route, which includes three segments, each of which is interconnected in sequence, and each segment includes two waypoints. For example, the first segment includes waypoint A and waypoint B. The altitude of each waypoint on the drone route is usually a fixed altitude value generated by the system by default (for example, 3000 meters). It should be noted that, unless otherwise specified, in this article, the terms "waypoint" and "endpoint of the segment" have the same meaning.

[0074] The UAV route in this embodiment can also be automatically planned by the automatic route planning algorithm built into the UAV ground station software. The UAV ground station software can automatically generate a UAV route according to the terrain characteristics using the automatic route planning algorithm. The automatically planned route includes the latitude and longitude data and altitude data of each waypoint in the route.

[0075] Convex hull is a concept in computational geometry. It refers to a minimum convex polygon that contains a given set of points and ensures that these points are either on the polygon or inside the polygon. In two-dimensional space, the convex hull can be imagined as a rubber band that just surrounds all points. In computational geometry, convex hull is an important concept that involves how to effectively process and analyze the boundaries of a point set. The application of convex hull is very wide, including graphics, computer vision, geographic information systems and other fields. The calculation of convex hull can be implemented through different algorithms, such as Graham scanning method. These algorithms can effectively find the minimum convex polygon that contains a given set of points, thus playing an important role in practical applications. For example, in image processing, convex hull can be used to identify the outline of an object; in geographic information systems, convex hull can help analyze the shape and boundaries of an area, etc.

[0076] In this embodiment, a two-dimensional convex hull can be generated based on the latitude and longitude data of each waypoint in the UAV route.

[0077] In some embodiments, step S100 includes:

[0078] Step A100: According to the latitude and longitude coordinate values ​​of the waypoints in each UAV route, a first target point is determined from the waypoints and the first target point is set as the current target point.

[0079] Step A200: Determine the next target point from the remaining waypoints based on the azimuths of the current target point and the remaining waypoints, wherein the starting direction of the azimuth of the current target point is the vector direction from the previous target point to the current target point, and the starting direction of the azimuth of the first target point is the vector direction from the first target point to the target direction.

[0080] Step A300: Determine whether the next target point coincides with the first target point. If so, proceed to step A400; otherwise, set the next target point as the current target point and return to step A200.

[0081] Step A400: sequentially connect all target points and generate a convex space according to the height values ​​of the waypoints in the UAV route.

[0082] The following is combined Figure 3 Steps A100 to A400 are described.

[0083] Figure 3 FIG. 2 is a flow chart showing a method for generating a convex space of a drone route according to an embodiment of the present invention. Figure 3 As shown, the method for generating the convex space of the UAV route includes the following steps:

[0084] Step A100: According to the latitude and longitude coordinate values ​​of the waypoints in the UAV route, a first target point is determined from the waypoints and the first target point is set as the current target point.

[0085] Specifically, in step A100, the first target point can be selected from all the waypoints of the drone route as the starting point of the two-dimensional convex hull according to the latitude and longitude data of each waypoint in the drone route. In some embodiments, the waypoint with the largest latitude value can be found from all the waypoints of the drone route as the first target point; if there are multiple waypoints with the largest latitude values, the waypoint with the largest longitude value can be selected from them as the first target point. The first target point here is the first target point in this embodiment. After obtaining the first target point, it can be set as the current target point and participate in the calculation of the following steps.

[0086] In some embodiments, the waypoint with the largest longitude value can be found from all the waypoints on the drone route as the first target point; if there are multiple waypoints with the largest longitude values, the waypoint with the largest latitude value can be selected as the first target point. The first target point here is the first target point in this embodiment. After obtaining the first target point, it can be set as the current target point and participate in the calculation of the following steps. It should be noted that the current target point is a dynamically updated variable, and the current target point will be updated each time step A300 (described in detail below) is executed. For example, if the current target point is the first target point, after executing step A300 once, the current target point is updated to the second target point; if the current target point is the second target point, after executing step A300 once, the current target point is updated to the third target point, and so on.

[0087] Step A200: Determine the next target point from the remaining waypoints based on the azimuths of the current target point and the remaining waypoints, wherein the starting direction of the azimuth of the current target point is the vector direction from the previous target point to the current target point, and the starting direction of the azimuth of the first target point is the vector direction from the first target point to the target direction.

[0088] In this embodiment, the azimuth between the current target point and all other waypoints can be calculated respectively, and then the waypoint with the smallest azimuth angle can be selected as the next target point. For example, if the current target point is the first target point (i.e., the starting point of the convex hull), the azimuth between the first target point and all other waypoints can be calculated respectively, and then the waypoint with the smallest azimuth angle can be selected as the second target point, and the second target point is the next target point in this embodiment. The starting direction of the azimuth angle of the first target point can be a vector direction pointing from the first target point to the target direction. The target direction here has a preset vector direction. For example, in order to make the search process of the target point proceed in a counterclockwise direction, the preset vector direction can be determined according to the characteristics of the position information of the first target point. For example, if the first target point is the waypoint with the largest latitude value, the target direction is due north; if the first target point is the waypoint with the largest longitude value, the target direction is due east. For another example, if the current target point is the second target point (i.e., the second point of the convex hull), the azimuth between the second target point and all other waypoints (including the first target point) can be calculated respectively, and then the waypoint with the smallest azimuth is selected as the third target point. The third target point is the next target point in this embodiment, and the starting direction of the azimuth of the second target point is the vector direction from the first target point to the second target point. For another example, if the current target point is the third target point (i.e., the third point of the convex hull), the azimuth between the third target point and all other waypoints (including the first target point and the second target point) can be calculated respectively, and then the waypoint with the smallest azimuth is selected as the fourth target point. The fourth target point is the next target point in this embodiment, and the starting direction of the azimuth of the third target point is the vector direction from the second target point to the third target point, and so on.

[0089] Step A300: Determine whether the next target point coincides with the first target point. If so, proceed to step A400; otherwise, set the next target point as the current target point and return to step A200.

[0090] In this embodiment, it can be determined whether the next target point returns to the first target point. If so, enter step A400. Otherwise, after setting the next target point as the current target point, return to step A200 to continue calculation until the next target point in step A300 coincides with the first target point.

[0091] Step A400: sequentially connect all target points and generate a convex space according to the height values ​​of the waypoints in the UAV route.

[0092] In this embodiment, the two-dimensional convex hull can be obtained by sequentially connecting all target points. Figure 4 An example of a two-dimensional convex hull generated by a method according to an embodiment of the present invention is shown. Figure 4 Steps A100 to A400 are described below. Figure 4 As shown, the drone route has a total of 7 waypoints, which are recorded as waypoint 1, waypoint 2, waypoint 3, waypoint 4, waypoint 5, waypoint 6, and waypoint 7. The algorithm for generating the two-dimensional convex hull includes:

[0093] 1. According to the longitude and latitude coordinates of all waypoints, find the waypoint with the largest latitude value, which is waypoint 2, and record it as point A. Point A is the starting point of the convex hull, and point A is retained.

[0094] 2. Calculate the azimuth between point A and all other waypoints. The result is that the azimuth between waypoint 7 and waypoint 2 is the smallest. Record waypoint 7 as point B and keep point B. The starting direction of the azimuth of point A is that point A points to the due north.

[0095] 3. Next, calculate the azimuth between point B and all other waypoints. The starting direction of the azimuth is the vector direction from point A to point B. The result is that the azimuth between waypoint 5 and waypoint 7 is the smallest. Record waypoint 5 as point C and retain point C.

[0096] 3. Perform similar processing starting from waypoint 5. The original waypoint number corresponding to the obtained convex hull polygon (ABCDEA) is (2,7,5,4,1,2).

[0097] After obtaining the two-dimensional convex hull, the two-dimensional convex hull can be converted into a convex space according to the height data of each waypoint in the UAV route. Figure 4 In the example, we can compare the altitude values ​​of waypoints 1 to 7, and then take the minimum and maximum altitude values. The resulting altitude interval is the altitude range of the convex space.

[0098] Figure 5 FIG. 2 is a flow chart showing a method for generating a convex space of a drone route according to another embodiment of the present invention. Figure 5 As shown, the method for generating the convex space of the UAV route includes the following steps:

[0099] Step A101: According to the latitude and longitude coordinate values ​​of waypoints in the UAV route, a first target point is determined from the waypoints and the first target point is set as the current target point.

[0100] Step A102: Determine the next target point from the remaining waypoints based on the azimuths of the current target point and the remaining waypoints, wherein the starting direction of the azimuth of the current target point is the vector direction from the previous target point to the current target point, and the starting direction of the azimuth of the first target point is the vector direction from the first target point to the target direction.

[0101] Step A103: Determine whether the next target point coincides with the first target point. If so, proceed to step A104. Otherwise, set the next target point as the current target point and return to step A102.

[0102] Step A104: Sequentially connect all target points and generate a convex space based on the height values ​​of the waypoints in the UAV route.

[0103] Step A105: Determine the boundary of the buffer zone of the convex space according to the positional relationship between the centroid of the convex hull formed by sequentially connecting all target points and the edge of the convex hull.

[0104] Steps A101 to A104 are basically the same as steps A100 to A400, and are not described in detail here. The following description focuses on step A105.

[0105] In this embodiment, the boundary of the buffer zone of the convex space can be determined according to the positional relationship between the centroid of the convex hull and the edge of the convex hull formed in steps A101 to A104. Specifically, the following steps can be included:

[0106] Step A10: If the center of gravity of the convex hull is on one side of the edge of the convex hull, draw a parallel line to the opposite side that is parallel to the edge of the convex hull; wherein the distance between the parallel line and the edge of the convex hull is a preset safety threshold.

[0107] Step A20: Fitting the gaps between adjacent parallel lines with a curve.

[0108] Step A30: sequentially connect parallel lines and curves to obtain the boundary of the buffer zone of the convex space.

[0109] Figure 6 An example of a buffer zone of a convex space formed according to steps A10 to A30 is shown below. Figure 6 Step A10 to Step A30 are described.

[0110] like Figure 6 As shown, first calculate the centroid of the convex hull polygon, denoted as point O, which can be obtained by calculating the weighted average of the coordinates of all vertices of the convex hull polygon.

[0111] Next, take any side AB of the convex hull polygon and determine the positional relationship between point O and AB. If point O is on one side of AB, draw parallel lines to the opposite side of AB. The distance between the parallel lines is the preset safety threshold. After that, traverse all the sides of the convex hull polygon and repeat the above steps until all the sides of the convex hull polygon are drawn parallel to the opposite side. The distance between the parallel lines and the sides of the convex hull polygon is the preset safety threshold.

[0112] In some embodiments, one side AB of the convex hull polygon can be randomly selected to determine the positional relationship between point O and AB. If point O is on the right side of AB, parallel lines are drawn uniformly along all sides of the convex hull polygon to the left, and the distance between the parallel lines is the preset safety threshold; otherwise, parallel lines are drawn uniformly to the right, and the distance between the parallel lines is also the preset safety threshold. In this embodiment, only one side needs to be determined to determine the positional relationship between point O and all other sides of the convex hull polygon, thereby improving the efficiency of the algorithm.

[0113] Afterwards, the gaps between adjacent parallel lines are fitted with arcs, and the arc radius is also the preset safety threshold.

[0114] Finally, parallel lines and arcs are sequentially connected at intervals to form a closed polygon, that is, the buffer zone of the convex space is obtained.

[0115] exist Figure 6 In the figure, the center of gravity O of the convex hull polygon (ABCDEA) is on the right side of the boundary lines AB, BC, CD, DE, and EA. Parallel lines are drawn on the left side of each boundary line, namely A1B1, B2C1, C2D1, D2E1, and E2A2. The distances between the parallel lines A1B1, B2C1, C2D1, D2E1, and E2A2 and the boundary lines AB, BC, CD, DE, and EA are all preset safety thresholds. Afterwards, the gaps between the adjacent parallel lines A1B1 and B2C1, the adjacent parallel lines B2C1 and C2D1, the adjacent parallel lines C2D1 and D2E1, and the adjacent parallel lines D2E1 and E2A2 are fitted with arcs, and the arc radius is also the preset safety threshold. The convex hull buffer zone formed at the end is: A1B1B2C1C2D1D2E1E2A2A1, where B1B2, C1C2, D1D2, E1E2, and A2A1 are all arc segments.

[0116] The convex space buffer in the embodiment of the present invention can solve the safety risks that may be caused by multiple routes being too close to each other. By expanding an area of ​​a threshold value for each convex hull polygon, as long as the convex spaces corresponding to the routes do not intersect, the distance between the two drones must be within a safety threshold.

[0117] Step S200: Determine whether the convex spaces of the drone routes intersect. If so, the drone routes are not safe. Otherwise, proceed to step S220.

[0118] UAV route planning refers to planning a safe and efficient movement path for a UAV from a starting point to a target point in a given environment. The concept of convex hull has great application potential in UAV route planning. For example, by judging whether there is a possibility of intersection between two convex hulls, it can be judged whether there is a risk of conflict between any UAV routes within the two convex hulls, thereby greatly reducing the possibility of conflict between UAV routes and ensuring the safety of routes. For another example, when a UAV triggers a link break and homing operation due to link interruption or other emergencies, by determining a convex hull with flight safety, any straight return route of the UAV within the convex hull will not fly out of the convex hull range, thereby ensuring that the UAV can return quickly and safely in the shortest straight line path in the event of a link interruption or other emergencies.

[0119] In this embodiment, the convex space of drone routes can be used to determine whether there is a possibility of intersection between drone routes. If the convex spaces of two drone routes do not intersect, the two drone routes must not intersect. If the convex spaces of two drone routes intersect, although the drone routes may not intersect in a small number of cases, this embodiment of the present invention ignores such a small number of cases. In this embodiment, judging whether the convex spaces of two drone routes intersect is equivalent to whether the drone routes intersect, thereby ensuring the absolute safety between the drone routes.

[0120] In some embodiments, determining whether the convex spaces of the drone routes intersect in step S200 includes the following steps:

[0121] Step B100: Determine whether the height ranges between the convex spaces of the drone routes intersect. If not, there is no conflict between the drone routes; otherwise, proceed to step B200.

[0122] Step B200: Determine whether the boundary lines between the convex spaces of the drone routes intersect. If so, there is a conflict between the drone routes; otherwise, go to step B300.

[0123] Step B300: Determine whether there is an inclusion relationship between the convex spaces of the drone routes. If so, there is a conflict between the drone routes; otherwise, there is no conflict between the drone routes.

[0124] Exemplarily, assume that there are two convex spaces, denoted as convex space A and convex space B, and convex space B is the convex space to be detected. In step B100, the height ranges of convex space A and convex space B can be compared. If the height ranges of the two do not intersect, the judgment is terminated directly and the result that convex space B does not intersect with convex space A is output, that is, there is no risk of conflict between the two drone routes corresponding to convex space A and convex space B; if the height ranges of the two intersect, enter step B200 for further judgment. In step B200, the boundary lines L of convex space A and convex space B can be taken respectively. A and L B , then the boundary line L A and L B If there is an intersection, it means that the two convex spaces intersect, and the corresponding two UAV routes have a risk of conflict. At this time, the judgment ends and the result of the conflict between the UAV routes is output; if there is no intersection, continue to take other boundary lines L of convex space A and convex space B ’ A and L ’ B , then the boundary line L ’ A and L ’ B Intersection judgment is performed between them, and the judgment process is the same as L A and L B If all boundary lines of convex space B and convex space A are traversed and all boundary lines of convex space A and convex space B do not intersect, then step B300 is entered for further judgment, otherwise the result that the two UAV routes conflict is output.

[0125] In step B300, it can be further determined whether there is an inclusion relationship between convex space A and convex space B. The inclusion relationship here includes that convex space A contains convex space B and convex space B contains convex space A. If convex space A contains convex space B or convex space B contains convex space A, then there is an inclusion relationship between convex space A and convex space B. At this time, convex space B intersects with convex space A, and the result that the two drone routes conflict is output. If convex space B does not have an inclusion relationship with convex space A, the result that the two drone routes do not conflict is output.

[0126] In some embodiments, step B300 includes: determining whether there is an inclusion relationship between the drone route convex spaces based on the positional relationship of the centers of gravity between the drone route convex spaces.

[0127] In some embodiments, judging whether there is a containment relationship between the convex spaces of the drone routes according to the positional relationship of the centers of gravity between the convex spaces of the drone routes comprises the following steps:

[0128] Step B10: Obtaining the center of gravity of the convex space of the drone route to be detected;

[0129] Step B20: Determine whether the center of gravity is inside the other UAV route convex space. If so, the UAV route convex space to be detected and the other UAV route convex space have an inclusion relationship; otherwise, proceed to step B30;

[0130] Step B30: Obtaining the center of gravity of the convex space of another UAV route;

[0131] Step B40: Determine whether the other center of gravity is inside the convex space of the drone route to be detected. If so, there is an inclusion relationship between the convex space of the drone route to be detected and the other convex space of the drone route; otherwise, there is no inclusion relationship.

[0132] Exemplarily, it is assumed that there are two convex spaces, which are respectively recorded as convex space A and convex space B, and convex space B is the convex space to be detected. In this embodiment, the center of gravity O1 of convex space B can be obtained first, and then it is determined whether O1 is inside convex space A. If O1 falls inside convex space A, it means that convex space A contains convex space B. At this time, convex space B intersects with convex space A, and the result that the two drone routes conflict is output. If O1 falls outside convex space A, the center of gravity O2 of convex space A can be obtained, and then it is determined whether O2 is inside convex space B. If O2 falls inside convex space B, it means that convex space B contains convex space A. At this time, convex space B intersects with convex space A, and the result that the two drone routes conflict is output. If O2 falls outside convex space B, it means that convex space B does not intersect with convex space A, and the result that the two drone routes do not conflict is output.

[0133] Figure 7-1 to Figure 7-3 Three examples of intersecting convex spaces according to embodiments of the present invention are shown. Figure 7-1 to Figure 7-3 In the example, the boundary line of convex space A is: A1B1B2C1C2D1D2E1E2A2A1, and the boundary line of convex space B is: A1 1 B1 1 B2 1 C1 1 C2 1 D1 1 D2 1 A2 1 A1 1 .exist Figure 7-1 In the example, the boundary line A1B1 of convex space A and the boundary line D2 of convex space B are 1 A2 1 intersect, so convex space A and convex space B intersect. Figure 7-2In , the centroid O1 of convex space B falls inside convex space A, so convex space A contains convex space B, and convex space A and convex space B intersect. Figure 7-3 In the figure, the centroid O2 of convex space A falls inside convex space B, so convex space B contains convex space A, and convex space A and convex space B intersect.

[0134] Step S220: Detect whether there is line of sight between adjacent waypoints in the drone route, between the starting waypoint and other waypoints, and between the starting waypoint and one or more interpolation points on each flight segment. If there is no line of sight, calculate the height increase value required for line of sight.

[0135] Specifically, step S220 includes:

[0136] Step S300: sequentially detecting whether there is line of sight between adjacent waypoints in the UAV route, if all adjacent waypoints are line of sight, proceeding to step S400; otherwise, calculating the height increase value required for line of sight;

[0137] Step S400: sequentially detecting whether there is line of sight between the starting waypoint and other waypoints in the UAV route, if all other waypoints and the starting waypoint have line of sight, proceeding to step S500; otherwise, calculating the height increase value required for line of sight;

[0138] Step S500: sequentially detect whether the starting waypoint in the UAV route and one or more first interpolation points on each flight segment in the UAV route are in line of sight. If the one or more first interpolation points on all the flight segments are in line of sight with the starting waypoint, proceed to step S600; otherwise, calculate the height increase value required for line of sight.

[0139] Steps S300 to S500 are described below.

[0140] Step S300: sequentially detect whether there is line of sight between adjacent waypoints in the UAV route. If all adjacent waypoints are line of sight, proceed to step S400; otherwise, calculate the height increase value required for line of sight.

[0141] In this embodiment, it is possible to sequentially detect whether adjacent waypoints in the drone route are in line of sight. Figure 8 FIG. 2 shows an example diagram of the principle of line of sight analysis according to an embodiment of the present invention. Figure 8 As shown, point O is the observation point, points B and C are target points, OG is the observation height of point O from the ground, and BG1 and CG1 are the observation heights of points B and C from the ground respectively. Figure 8It can be seen from the figure that there is no terrain obstruction between OC and they can see through, there is terrain obstruction between OB, point O can see point B1 at the farthest, although segment B2B is higher than the terrain, it is blocked by B1B2 and OB cannot see through. In this embodiment, a grid-based line-of-sight algorithm, R3 algorithm or PDERL algorithm can be used to perform line-of-sight analysis on the segments in the drone route.

[0142] In this embodiment, if there is no line of sight between certain adjacent waypoints, the height increase value required for line of sight can be calculated. After increasing the height of the adjacent waypoints that are not line of sight by using the "height increase value required for line of sight", the adjacent waypoints that are not line of sight can be made line of sight. In some embodiments, if there is no line of sight between certain adjacent waypoints, the height increase value of each of the adjacent waypoints can be updated to make the adjacent waypoints line of sight. In this embodiment, before performing a straight-line homing test on the drone route, an altitude increase value can be assigned to each waypoint in the drone route. The altitude increase value is an updateable parameter. In some embodiments, the initial value of the altitude increase value of each waypoint is 0.

[0143] In some embodiments, the method for updating the height increase value of adjacent waypoints without line of sight includes the following steps:

[0144] Step C100: According to the latitude and longitude values ​​of each waypoint among the adjacent waypoints that are not in line of sight, the elevation values ​​of one or more second interpolation points on the flight segment where the adjacent waypoints are located are obtained.

[0145] In this embodiment, the second interpolation point on the flight segment may be a point in the flight segment that is blocked by the terrain. Fig. 9 FIG. 4 is a schematic diagram showing a second interpolation point of a flight segment according to an embodiment of the present invention. Fig. 9 As shown in the figure, S and T are two adjacent waypoints in the drone route that are not in line of sight. S and T are the two endpoints of the segment [S, T]. The elevation value at the location of waypoint S is G, and the elevation value at the location of waypoint T is G1. The segment [S, T] has an area [B1, B2] blocked by terrain. Fig. 9 The second interpolation point of the flight segment [S, T] may be one or more points on the flight segment [B1, B2]. Preferably, the second interpolation point of the flight segment [S, T] is the interpolation point with the highest elevation value on the flight segment [B1, B2]. Figure 8 In the example, the interpolation point with the highest elevation value on the segment [B1, B2] is B o , the corresponding elevation value is G o By selecting the interpolation point with the highest elevation value on the flight segment [B1, B2] as the second interpolation point, the altitude value of the flight segment [S, T] can be updated quickly.

[0146] In some embodiments, the method for selecting the second interpolation point of the flight segment can be to interpolate points on the flight segment according to the resolution of the elevation map. To ensure the absolute safety of the route altitude, in this embodiment, points can be interpolated on the flight segment according to the resolution of the DEM terrain data, and each interpolation point is the second interpolation point of the flight segment. For example, Fig. 9 If the length of the flight segment [S, T] is L ST , the resolution of the DEM terrain data at the flight segment [S, T] is T res , then we can calculate L ST / T res And round it up, record it as Count, Count is the number of second interpolation points that need to be inserted in the middle of the flight segment [S, T], and the distance between the first second interpolation point and the waypoint S is L ST / Count, the distance between the second interpolation point and waypoint S is 2L ST / Count, the distance between the third second interpolation point and waypoint S is 3L ST / Count, and so on.

[0147] In this embodiment, the elevation value of the second interpolation point can be obtained by indexing the imported DEM according to the latitude and longitude values ​​of the second interpolation point on the flight segment.

[0148] Step C200: Determine the shielding height value of the second interpolation point according to the initial height value of each waypoint in the adjacent waypoints and the elevation value of the second interpolation point.

[0149] The initial altitude value of a manually drawn drone route refers to the altitude generated by the system by default, which is usually a fixed value (e.g. 3000 meters). The initial altitude value of each waypoint on the drone route is a fixed value. The initial altitude value of an automatically generated drone route refers to the altitude value generated by the system based on the terrain characteristics.

[0150] In this embodiment, the initial height value of the second interpolation point can be determined based on the initial height value and longitude and latitude values ​​of each waypoint in the adjacent waypoints, and then the occlusion height value of the second interpolation point can be obtained by subtracting the initial height value of the second interpolation point from the elevation value of the second interpolation point.

[0151] Fig.10 An example of calculating the occlusion height value of the second interpolation point is shown. Fig.10 Step C200 is described below. Fig.10 As shown, the two adjacent waypoints on the route that are not visible to each other are S and T, S is the starting point, T is the end point, and the initial height value of the second interpolation point B blocked by the terrain is H B , the elevation value of the second interpolation point B is H B1 , according to the vector calculation formula:

[0152] H B =H S +(H T –H S )*(L SB / L ST );

[0153] Among them, H S , H T are the initial height values ​​of the starting point S and the end point T, L SB , L ST are the plane distances between the starting point S, the second interpolation point B, and the end point T, respectively. SB It can be directly calculated from the latitude and longitude coordinates of the starting point S and the second interpolation point B, L ST It can be directly calculated from the latitude and longitude coordinates of the starting point S and the end point T. B1 Can be directly read from DEM. The occlusion height D of the second interpolation point B BB1 It is calculated by the following formula:

[0154] D BB1＝ H B1 –H B .

[0155] Step C300: Selecting a maximum occlusion height value from the occlusion height values ​​of one or more second interpolation points.

[0156] Step C400: updating the height increase value of each adjacent waypoint according to the maximum obstruction height value.

[0157] exist Fig.10 In the example, we can compare the occlusion height values ​​of all the second interpolation points of the segment [S, T] and retain the maximum value, which is the maximum occlusion height value of the segment [S, T], recorded as D MAX .

[0158] In this embodiment, the maximum obstruction height value of the flight segment can be used to update the height increase value of the adjacent waypoints that are not in line of sight. In some embodiments, the maximum obstruction height value of the flight segment composed of adjacent waypoints that are not in line of sight can be compared with the height increase value of the adjacent waypoints that are not in line of sight. If the maximum obstruction height value is greater than the height increase value of the waypoint, the height increase value of the waypoint is updated to the maximum obstruction height value. Fig.10 In the example, the maximum occlusion height value of the segment [S, T] composed of adjacent waypoints S and T without line of sight is the occlusion height value D of point B. BB1 (denoted as D MAX ), so you can:

[0159] 1. Compare the height increase D of waypoint S s and D MAX , if Ds <D MAX , then update D s =D MAX ;

[0160] 2. Compare the height increase D of waypoint T T and D MAX , if D T <D MAX , then update D T =D MAX .

[0161] Step S400: sequentially detect whether there is line of sight between the starting waypoint and other waypoints in the drone route. If there is line of sight between all other waypoints and the starting waypoint, proceed to step S500; otherwise, calculate the height increase value required for line of sight.

[0162] In this embodiment, it is possible to sequentially detect whether the starting waypoint and other waypoints in the drone route have line of sight. If there is no line of sight between a certain waypoint and the starting waypoint, the height increase value required for line of sight can be calculated, and the other waypoints that are not line of sight with the starting waypoint can be increased in height by using the "height increase value required for line of sight" so that the other waypoints can have line of sight with the starting waypoint. In some embodiments, if there is no line of sight between a certain waypoint and the starting waypoint, the height increase value of the waypoint can be updated to make it have line of sight with the starting waypoint.

[0163] In some embodiments, a method for updating the height increase value of a waypoint that is not in line of sight with the starting waypoint includes the following steps:

[0164] Step D201: Based on the latitude and longitude values ​​of the waypoints among the other waypoints that are not in line of sight with the starting waypoint and the starting waypoint, obtain the elevation values ​​of one or more second interpolation points on a virtual segment determined by the waypoints among the other waypoints that are not in line of sight with the starting waypoint and the starting waypoint.

[0165] Step D202: Determine the obstruction height value of the second interpolation point on the virtual flight segment according to the other waypoints that are not in line of sight with the starting waypoint, the initial altitude value of the starting waypoint, and the elevation value of the second interpolation point on the virtual flight segment.

[0166] Step D203: Select a maximum obstruction height value from the obstruction height values ​​of the second interpolation points on one or more of the virtual flight segments.

[0167] Step D204: updating the height increase values ​​of the other waypoints that are not in line of sight with the starting waypoint and the starting waypoint according to the maximum obstruction height value.

[0168] Fig.11An example of sequentially detecting whether there is line of sight between the starting waypoint and other waypoints in the drone route according to an embodiment of the present invention is shown. Fig.11 As shown, the UAV route is composed of 6 segments consisting of waypoint 1, waypoint 2, waypoint 3, waypoint 4, waypoint 5, waypoint 6, and waypoint 7. Waypoint 3, waypoint 4, waypoint 5, waypoint 6, and waypoint 7 respectively form 5 virtual segments (indicated by dotted lines) with waypoint 1 (starting waypoint). In this embodiment, the visibility of each virtual segment can be detected separately. If a certain virtual segment is not visible, the height increase value of the two waypoints of the virtual segment is synchronously updated to make the virtual segment visible. The method for updating the height increase value of the two waypoints of the virtual segment is the same as the method for updating the height increase value of the adjacent waypoints that are not visible described above, which will not be repeated here.

[0169] Step S500: sequentially detect whether the starting waypoint in the UAV route and one or more first interpolation points on each flight segment in the UAV route are in line of sight. If the one or more first interpolation points on all the flight segments are in line of sight with the starting waypoint, proceed to step S600; otherwise, calculate the height increase value required for line of sight.

[0170] In this embodiment, it is possible to sequentially detect whether there is line of sight between the starting waypoint in the drone route and one or more first interpolation points on each segment in the drone route. If there is no line of sight between one or more first interpolation points on a segment and the starting waypoint, the height increase value required for line of sight can be calculated, and after increasing the height of the two waypoints on the segment by the “height increase value required for line of sight”, the one or more first interpolation points on the segment can be made to have line of sight with the starting waypoint. In some embodiments, if there is no line of sight between one or more first interpolation points on a segment and the starting waypoint, the height increase value of the two waypoints on the segment can be updated to make the one or more first interpolation points on the segment have line of sight with the starting waypoint.

[0171] In some embodiments, a method for updating the height increase values ​​of two waypoints in a flight segment where a first interpolation point that is not in line of sight with a starting waypoint is located comprises the following steps:

[0172] Step D301: Based on the longitude and latitude values ​​of the first interpolation point that is not in line of sight with the starting waypoint and the starting waypoint, obtain the elevation values ​​of one or more second interpolation points on a virtual segment determined by the first interpolation point that is not in line of sight with the starting waypoint and the starting waypoint.

[0173] Step D302: Determine the obstruction height value of the second interpolation point on the virtual flight segment according to the initial height values ​​of the first interpolation point and the starting flight segment that are not in line of sight with the starting flight segment and the elevation value of the second interpolation point on the virtual flight segment.

[0174] Step D303: Select a maximum obstruction height value from the obstruction height values ​​of the second interpolation points on one or more of the virtual flight segments.

[0175] Step D304: updating the height increase values ​​of two waypoints of the flight segment where the first interpolation point is located and which has no line of sight with the starting waypoint according to the maximum obstruction height value.

[0176] In this embodiment, the method for selecting the first interpolation point on the flight segment can be to interpolate points on the flight segment according to the resolution of the elevation map. To ensure the absolute safety of the route altitude, in this embodiment, points can be interpolated on the flight segment according to the resolution of the DEM terrain data, and each interpolation point is the first interpolation point of the flight segment. For example, Fig. 9 If the length of the flight segment [S, T] is L ST , the resolution of the DEM terrain data at the flight segment [S, T] is T res , then we can calculate L ST / T res And round it up, record it as Count, Count is the number of first interpolation points that need to be inserted in the middle of the flight segment [S, T], and the distance between the first interpolation point and the waypoint S is L ST / Count, the distance between the second first interpolation point and waypoint S is 2L ST / Count, the distance between the third first interpolation point and waypoint S is 3L ST / Count, and so on.

[0177] Fig.12 An example of sequentially detecting whether there is line of sight between the starting waypoint in the drone route and one or more first interpolation points on each segment in the drone route according to an embodiment of the present invention is shown. Fig.12 As shown in FIG. 1 , the UAV route consists of 6 segments consisting of waypoint 1, waypoint 2, waypoint 3, waypoint 4, waypoint 5, waypoint 6, and waypoint 7. There are 7 first interpolation points on segment [2,3], and 8 first interpolation points on segment [3,4]. The 7 first interpolation points on segment [2,3] respectively form 7 virtual segments (indicated by dotted lines) with waypoint 1 (starting waypoint), and the 8 first interpolation points on segment [3,4] respectively form 8 virtual segments (indicated by dotted lines) with waypoint 1 (starting waypoint). The method of forming virtual segments with the first interpolation points on other segments and waypoint 1 (starting waypoint) is similar. Fig.12In this embodiment, the visibility of each virtual segment consisting of the first interpolation point and the starting waypoint can be detected respectively. If a virtual segment is not visible, the height increase values ​​of the two waypoints of the segment where the first interpolation point is located are synchronously updated to make the virtual segment visible. Fig.12 As shown in FIG. 1 , if the first interpolation point on the segment [2,3] and waypoint 1 (starting waypoint) form a virtual segment that is not visible, the height increase values ​​of waypoints 2 and 3 can be updated to make the virtual segment visible. The method for updating the two waypoints in the segment where the first interpolation point is located is similar to the method for updating the height increase values ​​of adjacent waypoints that are not visible as described above. Specifically, Fig.12 As shown, if the maximum occlusion height value of the first interpolation point P on the segment [2,3] and waypoint 1 (starting waypoint) is calculated to be D p , you can:

[0178] 1. Compare the height increase values ​​D2 and D p , if D s <D p , then update D2 = D p ;

[0179] 2. Compare the height increase values ​​D3 and D p , if D T <D p , then update D3 = D p .

[0180] Step S600: updating the initial altitude value of each waypoint in the UAV route according to the altitude increase value of each waypoint in the UAV route.

[0181] After the detection steps of step S300 to step S500, each waypoint in the drone route obtains the final value of the height increase value. In this embodiment, the final value of the height increase value of each waypoint in the drone route can be used to update the initial height value of each waypoint. In some embodiments, the final value of the height increase value of the waypoint can be added to its initial height value. In some embodiments, the following method can be used to update the initial height value of each waypoint in the drone route:

[0182] Update the initial altitude value of each waypoint according to the following formula to obtain the final altitude value H of each waypoint i new :

[0183] H i new =H i +D i +D G , i is any waypoint on the drone route, H iis the initial height value before point i is updated, D i is the final value of the height increase at point i, D G is the set minimum ground clearance.

[0184] Fig.13 FIG. 2 shows an exemplary block diagram of a safety detection device for multiple drone return routes according to an embodiment of the present invention. Fig.13 As shown, the safety detection device 13 for multiple drone homing routes includes: a convex space generation module 1301, which is configured to generate at least two drone route convex spaces according to the coordinate values ​​of the waypoints in at least two drone routes; a convex space conflict detection module 1302, which is configured to determine whether the convex spaces of the drone routes intersect, if so, the drone route is not safe, otherwise the first detection module is called; the first detection module 1303, which is configured to sequentially detect whether there is line of sight between adjacent waypoints in the drone route, if all adjacent waypoints are line of sight, the second detection module is called; otherwise, the height increase value required for line of sight is calculated; the second detection module 1304, which is configured to sequentially detect ... there is line of sight between adjacent waypoints in the drone route Whether there is line of sight between the starting waypoint and other waypoints in the route, if all the other waypoints and the starting waypoint have line of sight, calling the third detection module; otherwise, calculating the height increase required for line of sight; the third detection module 1305 is configured to sequentially detect whether there is line of sight between the starting waypoint in the UAV route and one or more first interpolation points on each segment in the UAV route, if all the one or more first interpolation points on the segments have line of sight with the starting waypoint, calling the update module; otherwise, calculating the height increase required for line of sight; the update module 1306 is configured to update the initial height value of each waypoint in the UAV route according to the height increase value of each waypoint in the UAV route.

[0185] It should be understood that Fig.13 The various modules of the apparatus 1300 shown in FIG. 1 can be used in conjunction with the reference Figure 1 The steps in the described method correspond to each other. Therefore, the operations, features and advantages described above for the method are also applicable to the device 1300 and the modules included therein. For the sake of brevity, some operations, features and advantages are not repeated here.

[0186] Fig.14 1 shows a schematic block diagram of an example electronic device 1400 that can be used to implement embodiments of the present disclosure. Fig.14, a structural block diagram of an electronic device 1400 that can serve as a server or client of the present disclosure will now be described, which is an example of a hardware device that can be applied to various aspects of the present disclosure. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframes, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present disclosure described and / or claimed herein. Fig. 9 As shown, the electronic device 1400 includes a computing unit 1401, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 1402 or a computer program loaded from a storage unit 1408 into a random access memory (RAM) 1403. In RAM 1403, various programs and data required for the operation of the device 1400 can also be stored. The computing unit 1401, ROM 1402, and RAM 1403 are connected to each other via a bus 1404. An input / output (I / O) interface 1405 is also connected to the bus 1404. Multiple components in the device 1400 are connected to the I / O interface 1405, including: an input unit 1406, such as a keyboard, a mouse, etc.; an output unit 1407, such as various types of displays, speakers, etc.; a storage unit 1408, such as a disk, an optical disk, etc.; and a communication unit 1409, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 1409 allows the device 1400 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0187] The computing unit 1401 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the computing unit 1401 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. The computing unit 1401 performs the various methods and processes described above, such as a safety detection method for multiple drone homing routes. For example, in some embodiments, the safety detection method for multiple drone homing routes may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit 1408. In some embodiments, part or all of the computer program may be loaded and / or installed on the device 1400 via the ROM 1402 and / or the communication unit 1409. When the computer program is loaded into the RAM 1403 and executed by the computing unit 1401, one or more steps of the safety detection method for multiple drone homing routes described above may be performed. Alternatively, in other embodiments, the computing unit 1401 may be configured to execute a safety detection method for multiple drone homing routes in any other appropriate manner (e.g., by means of firmware).

[0188] An embodiment of the present invention provides a non-transient computer-readable storage medium storing computer instructions, wherein the computer instructions are used to cause the computer to execute any of the safety detection methods for multiple drone return routes described above. In this article, one or more computer-readable non-transient storage media may include one or more semiconductor-based or other integrated circuits (ICs) (e.g., field programmable gate arrays (FPGAs) or application-specific ICs (ASICs)), hard disk drives (HDDs), hybrid hard disk drives (HHDs), optical disks, optical disk drives (ODDs), magneto-optical disks, magneto-optical disk drives, floppy disks, floppy disk drives (FDDs), magnetic tapes, solid-state drives (SSDs), RAM drives, and any other suitable computer-readable non-transient storage media. Computer-readable non-transient storage media may be volatile, non-volatile, or a combination of volatile and non-volatile.

[0189] An embodiment of the present invention provides a computer program product, including program code instructions. When the program product is executed by a computer, the program code instructions enable the computer to execute any one of the methods for detecting the safety of multiple drone homing routes described above.

[0190] Compared with the prior art, the embodiments of the present invention can achieve at least one of the following beneficial effects:

[0191] 1. The scheme of the present invention detects conflicts between the route and the terrain through a variety of different line-of-sight analysis detection methods, thereby ensuring the absolute safety of the route relative to the terrain.

[0192] 2. The scheme of the present invention can greatly increase the detection efficiency by introducing the height increase value of the waypoint through line of sight analysis detection of the route at one time.

[0193] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A method for detecting the safety of multiple UAV return routes, characterized in that: The following steps are involved: Step S100: generating at least two UAV route convex spaces according to the coordinate values ​​of the waypoints in at least two UAV routes; Step S200: Determine whether the convex spaces of the drone routes intersect. If so, the drone routes are not safe. Otherwise, proceed to step S220. Step S220: Detect whether there is line of sight between adjacent waypoints in the UAV route, between the starting waypoint and other waypoints, and between the starting waypoint and one or more interpolation points on each flight segment. If there is no line of sight, calculate the height increase required for line of sight; Step S600: updating the initial altitude value of each waypoint in the UAV route according to the altitude increase value of each waypoint in the UAV route.

2. The safety detection method according to claim 1, characterized in that: The step S220 includes: Step S300: sequentially detecting whether there is line of sight between adjacent waypoints in the UAV route, if all adjacent waypoints are line of sight, proceeding to step S400; otherwise, calculating the height increase value required for line of sight; Step S400: sequentially detecting whether there is line of sight between the starting waypoint and other waypoints in the UAV route, if all other waypoints and the starting waypoint have line of sight, proceeding to step S500; otherwise, calculating the height increase value required for line of sight; Step S500: sequentially detect whether the starting waypoint in the UAV route and one or more first interpolation points on each flight segment in the UAV route are in line of sight. If the one or more first interpolation points on all the flight segments are in line of sight with the starting waypoint, proceed to step S600; otherwise, calculate the height increase value required for line of sight.

3. The safety detection method according to claim 1, characterized in that: Step S100 includes: Step A100: according to the latitude and longitude coordinate values ​​of the waypoints in each UAV route, determine a first target point from the waypoints and set the first target point as the current target point; Step A200: determining the next target point from the remaining waypoints according to the azimuths of the current target point and the remaining waypoints, wherein the starting direction of the azimuth of the current target point is the vector direction from the previous target point to the current target point, and the starting direction of the azimuth of the first target point is the vector direction from the first target point to the target direction; Step A300: determining whether the next target point coincides with the first target point, if so, proceeding to step A400, otherwise, setting the next target point as the current target point and returning to step A200; Step A400: sequentially connect all target points and generate a convex space according to the height values ​​of the waypoints in the UAV route.

4. The safety detection method according to claim 3, characterized in that: Step S100 also includes: Step A500: Determine the boundary of the buffer zone of the convex space according to the positional relationship between the centroid of the convex hull formed by sequentially connecting all target points and the edge of the convex hull.

5. The safety detection method according to claim 1, characterized in that: The step S200 of determining whether the convex spaces of the drone routes intersect includes: Step B100: determining whether the height ranges between the convex spaces of the drone routes intersect, if not, there is no conflict between the drone routes; otherwise, proceeding to step B200; Step B200: Determine whether the boundary lines between the convex spaces of the drone routes intersect, if so, there is a conflict between the drone routes; otherwise, proceed to step B300; Step B300: Determine whether there is an inclusion relationship between the convex spaces of the drone routes. If so, there is a conflict between the drone routes; otherwise, there is no conflict between the drone routes.

6. The safety detection method according to claim 2, characterized in that: The height increase value required for calculating the visibility in step S300 includes: Step C100: acquiring the elevation values ​​of one or more second interpolation points on the flight segment where the adjacent waypoints are located according to the latitude and longitude values ​​of each waypoint among the adjacent waypoints that are not in line of sight; Step C200: determining the shielding height value of the second interpolation point according to the initial height value of each waypoint in the adjacent waypoints and the elevation value of the second interpolation point; Step C300: selecting a maximum occlusion height value from one or more occlusion height values ​​of the second interpolation point; and Step C400: updating the height increase value of each of the adjacent waypoints according to the maximum obstruction height value.

7. The safety detection method according to claim 2, characterized in that: The calculation of the height increase required for visibility in step S400 includes: Step D201: acquiring, according to the latitude and longitude values ​​of the other waypoints that are not in line of sight with the starting waypoint and the starting waypoint, the elevation values ​​of one or more second interpolation points on the virtual segment determined by the other waypoints that are not in line of sight with the starting waypoint and the starting waypoint; Step D202: determining the blocked height value of the second interpolation point on the virtual flight segment according to the other waypoints that are not in line of sight with the starting waypoint and the initial altitude value of the starting waypoint and the altitude value of the second interpolation point on the virtual flight segment; Step D203: Selecting a maximum obstruction height value from the obstruction height values ​​of the second interpolation points on one or more of the virtual flight segments; and Step D204: updating the height increase values ​​of the other waypoints that are not in line of sight with the starting waypoint and the starting waypoint according to the maximum obstruction height value.

8. The safety detection method according to claim 2, characterized in that: The calculation of the height increase required for visibility in step S500 includes: Step D301: acquiring, according to the latitude and longitude values ​​of the first interpolation point that is not in line of sight with the starting waypoint and the starting waypoint, the elevation values ​​of one or more second interpolation points on a virtual flight segment determined by the first interpolation point that is not in line of sight with the starting waypoint and the starting waypoint; Step D302: determining the blocked height value of the second interpolation point on the virtual flight segment according to the first interpolation point that is not in line of sight with the starting flight segment and the initial height value of the starting flight segment and the elevation value of the second interpolation point on the virtual flight segment; Step D303: Selecting a maximum obstruction height value from the obstruction height values ​​of the second interpolation points on one or more of the virtual flight segments; and Step D304: updating the height increase values ​​of two waypoints of the flight segment where the first interpolation point is located and which has no line of sight with the starting waypoint according to the maximum obstruction height value.

9. A safety detection device for multiple drone return routes, characterized in that: include: A convex space generation module is configured to generate at least two UAV route convex spaces according to the coordinate values ​​of the waypoints in at least two UAV routes; A convex space conflict detection module is configured to determine whether the convex spaces of the drone routes intersect, if so, the drone routes are not safe, otherwise the detection module is called; The detection module is configured to detect whether there is line of sight between adjacent waypoints in the drone route, between the starting waypoint and other waypoints, and between the starting waypoint and one or more interpolation points on each flight segment. If there is no line of sight, the height increase value required for line of sight is calculated; the update module is configured to update the initial height value of each waypoint in the drone route according to the height increase value of each waypoint in the drone route.

10. An electronic device comprising: at least one processor; A memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can perform safety detection of the multiple UAV homing routes described in any one of claims 1-8.

Images