Obstacle avoidance test method and system of aircraft, storage medium and electronic equipment

Abstract

The embodiment of the invention provides an aircraft obstacle avoidance test method and system, a storage medium and electronic equipment, and the method comprises the steps: carrying out the multi-round obstacle avoidance test of a to-be-tested aircraft, and obtaining the test result of each of the multi-round obstacle avoidance test of the to-be-tested aircraft, the test result of each round of obstacle avoidance test executed by the to-be-tested aircraft is used for indicating whether the to-be-tested aircraft successfully avoids the obstacle within the flight time corresponding to each round of obstacle avoidance test based on the obstacle avoidance strategy, and determining whether the to-be-tested aircraft successfully avoids the obstacle within the flight time corresponding to each round of obstacle avoidance test according to the test result of each round of obstacle avoidance test executed by the to-be-tested aircraft and the flight time corresponding to each round of obstacle avoidance test. And estimating the obstacle avoidance time of the to-be-tested aircraft to obtain the estimated obstacle avoidance time of the to-be-tested aircraft. Through the obstacle avoidance test method and device, the problem that the test precision of obstacle avoidance test is poor in the prior art is solved, and the effect of improving the test reliability is achieved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of performance verification. Specifically, the embodiments of the present application relate to an obstacle avoidance test method, system, storage medium and electronic device for an aircraft. Background Art

[0002] Low-altitude aircraft (such as drones, eVTOLs, etc.) are increasingly widely used in fields such as logistics transportation, urban air traffic, and disaster relief. When an aircraft flies at low altitude, in addition to being affected by fixed obstacles, it is more vulnerable to the threat of other dynamic flying objects in the environment. Therefore, the airborne autonomous obstacle avoidance function has become one of the core technologies to ensure the flight safety of low-altitude aircraft. Correspondingly, the test process for the autonomous obstacle avoidance function of low-altitude aircraft has also become an essential link in the process of developing low-altitude aircraft.

[0003] In related technologies, the verification test of the obstacle avoidance function relies on manual operation. For example, manually operating the target obstacle for the obstacle avoidance test. This method is not only inefficient, but also difficult to control the precise position and speed of the obstacle, resulting in uncertainty in the test results and increased difficulty in validating the effectiveness of the obstacle avoidance algorithm, thus making the test accuracy of the obstacle avoidance test poor.

[0004] Therefore, there is a problem of poor test accuracy in obstacle avoidance tests in related technologies. Summary of the Invention

[0005] The embodiments of the present application provide an obstacle avoidance test method, system, storage medium and electronic device for an aircraft, so as to at least solve the technical problem of poor test accuracy in obstacle avoidance tests in related technologies.

[0006] According to one aspect of the embodiments of the present application, an obstacle avoidance test method for an aircraft is provided, including:

[0007] Execute multiple rounds of obstacle avoidance tests on the aircraft to be tested, and obtain the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests performed by the aircraft to be tested. Among them, an obstacle avoidance strategy is configured on the aircraft to be tested, and each round of obstacle avoidance test is executed in the following manner: control the aircraft to be tested and the obstacle aircraft to fly towards the position where the collision point corresponding to each round of obstacle avoidance test is located. The test result of each round of obstacle avoidance test performed by the aircraft to be tested is used to indicate whether the aircraft to be tested successfully avoids obstacles based on the obstacle avoidance strategy within the flight time corresponding to each round of obstacle avoidance test. The flight time corresponding to each round of obstacle avoidance test is the time required for the aircraft to be tested to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located at a set flight speed. The collision points corresponding to different rounds of obstacle avoidance tests in the multiple rounds of obstacle avoidance tests are different; estimate the obstacle avoidance time of the aircraft to be tested based on the test results of each round of obstacle avoidance test performed by the aircraft to be tested and the flight time corresponding to each round of obstacle avoidance test, and obtain the estimated obstacle avoidance time of the aircraft to be tested.

[0008] According to another aspect of the embodiments of the present application, an obstacle avoidance test system for an aircraft is further provided. The system includes a control terminal, an aircraft to be tested, and an obstacle aircraft, where

[0009] The control terminal is configured to execute multiple rounds of obstacle avoidance tests on the aircraft to be tested, and obtain the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests performed by the aircraft to be tested. Among them, an obstacle avoidance strategy is configured on the aircraft to be tested, and each round of obstacle avoidance test is executed in the following manner: control the aircraft to be tested and the obstacle aircraft to fly towards the position where the collision point corresponding to each round of obstacle avoidance test is located. The test result of each round of obstacle avoidance test performed by the aircraft to be tested is used to indicate whether the aircraft to be tested successfully avoids obstacles based on the obstacle avoidance strategy within the flight time corresponding to each round of obstacle avoidance test. The flight time corresponding to each round of obstacle avoidance test is the time required for the aircraft to be tested to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located at a set flight speed. The collision points corresponding to different rounds of obstacle avoidance tests in the multiple rounds of obstacle avoidance tests are different; estimate the obstacle avoidance time of the aircraft to be tested based on the test results of each round of obstacle avoidance test performed by the aircraft to be tested and the flight time corresponding to each round of obstacle avoidance test, and obtain the estimated obstacle avoidance time of the aircraft to be tested;

[0010] The aircraft to be tested is configured to fly towards the position where the collision point is located in response to the control of the control terminal;

[0011] The obstacle aircraft is configured to fly towards the position where the collision point is located in response to the control of the control terminal.

[0012] According to another aspect of the embodiments of the present application, there is also provided a computer-readable storage medium storing a computer program, wherein the computer program is configured to execute the steps in any one of the above method embodiments when running.

[0013] According to another aspect of the embodiments of the present application, there is provided a computer program product or a computer program. The computer program product or the computer program includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the steps in any one of the above method embodiments.

[0014] According to another aspect of the embodiments of the present application, there is also provided an electronic device including a memory and a processor. A computer program is stored in the memory, and the processor is configured to execute the steps in any one of the above method embodiments through the computer program.

[0015] Through the present application, multiple rounds of obstacle avoidance tests are performed on the aircraft to be tested, and the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests performed on the aircraft to be tested are obtained, so as to estimate the obstacle avoidance time of the aircraft to be tested according to the test results of each round of obstacle avoidance test, and obtain the estimated obstacle avoidance time of the aircraft to be tested. Among them, an obstacle avoidance strategy is configured on the aircraft to be tested, and the test results of each round of obstacle avoidance test performed by the aircraft to be tested are used to indicate whether the aircraft to be tested successfully avoids obstacles based on the obstacle avoidance strategy within the flight time corresponding to each round of obstacle avoidance test. The flight time corresponding to each round of obstacle avoidance test is the time required for the aircraft to be tested to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located at a set flight speed. The collision points corresponding to different rounds of obstacle avoidance tests in the multiple rounds of obstacle avoidance tests are different. Thus, the collision points under different flight conditions are covered through multiple rounds of tests, which makes the evaluation of the obstacle avoidance strategy more comprehensive and detailed, improves the test accuracy, and thus solves the problem of poor test accuracy in obstacle avoidance tests in the related art. Moreover, through multiple rounds of obstacle avoidance tests, the effectiveness and boundaries of the obstacle avoidance strategy in various scenarios can be accurately identified, and the reliability of the test is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a schematic diagram of an application scenario of an obstacle avoidance test method for an aircraft according to an embodiment of the present application;

[0017] Figure 2 is a schematic flowchart of an optional obstacle avoidance test method for an aircraft according to an embodiment of the present application;

[0018] Figure 3 is a schematic diagram of an optional target intersection point according to an embodiment of the present application;

[0019] Figure 4 It is a schematic diagram of an optional collision point according to an embodiment of the present application;

[0020] Figure 5 It is a schematic diagram of an optional obstacle avoidance test system for an aircraft according to an embodiment of the present application;

[0021] Figure 6 It is a schematic flowchart of another optional obstacle avoidance test method for an aircraft according to an embodiment of the present application;

[0022] Figure 7 It is a structural block diagram of an optional obstacle avoidance test system for an aircraft according to an embodiment of the present application;

[0023] Figure 8 It is a structural block diagram of a computer system of an optional electronic device according to an embodiment of the present application. Detailed implementation manners

[0024] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0025] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0026] According to one aspect of the embodiments of the present application, an obstacle avoidance test method for an aircraft is provided. Optionally, in this embodiment, the above-mentioned obstacle avoidance test method for an aircraft may but is not limited to be applied to, for example Figure 1In the hardware environment including the terminal device 102 and the server 104 shown. The server 104 can be connected to the terminal device 102 through a network and can be used to provide services (such as application services, etc.) for the terminal device 102 or the client installed on the terminal device 102. A database can be set up on the server 104 or independently of the server 104 to provide data storage services for the server 104.

[0027] The above network can include but is not limited to at least one of the following: wired network, wireless network. The above wired network can include but is not limited to at least one of the following: wide area network, metropolitan area network, local area network. The above wireless network can include but is not limited to at least one of the following: WIFI (Wireless Fidelity), Bluetooth. The terminal device 102 can be but is not limited to a PC (Personal Computer), mobile phone, tablet computer, etc. The server 104 can be but is not limited to a cloud server, server cluster or other server types.

[0028] The obstacle avoidance test method of the aircraft in the embodiment of the present application can be executed by the server 104, or can be executed by the terminal device 102, or can also be jointly executed by the server 104 and the terminal device 102. Among them, the terminal device 102 executing the obstacle avoidance test method of the aircraft in the embodiment of the present application can also be executed by the client installed on it.

[0029] Taking the terminal device 102 (server 104) executing the obstacle avoidance test method of the aircraft in this embodiment as an example, Figure 2 is a schematic flowchart of an optional obstacle avoidance test method of an aircraft according to an embodiment of the present application, as Figure 2 shown. The process of this method can include the following steps:

[0030] Step S202, perform multiple rounds of obstacle avoidance tests on the aircraft to be tested, and obtain the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests performed on the aircraft to be tested. Among them, an obstacle avoidance strategy is configured on the aircraft to be tested. Each round of obstacle avoidance test is performed in the following manner: control the aircraft to be tested and the obstacle aircraft to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located. The test result of each round of obstacle avoidance test performed on the aircraft to be tested is used to indicate whether the aircraft to be tested successfully avoids obstacles based on the obstacle avoidance strategy within the flight time corresponding to each round of obstacle avoidance test. The flight time corresponding to each round of obstacle avoidance test is the time required for the aircraft to be tested to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located at the set flight speed. The collision points corresponding to different rounds of obstacle avoidance tests in the multiple rounds of obstacle avoidance tests are different;

[0031] Step S204: Estimate the obstacle avoidance time of the aircraft under test based on the test results of each round of obstacle avoidance test performed by the aircraft under test and the flight time corresponding to each round of obstacle avoidance test, so as to obtain the estimated obstacle avoidance time of the aircraft under test.

[0032] The obstacle avoidance test method of the aircraft in this embodiment can be applied to the fields of aircraft research and development and performance verification, and is particularly suitable for the air obstacle avoidance function test and optimization of low-altitude aircraft such as unmanned aerial vehicles and air taxis in scenarios such as urban environments, logistics distribution, or emergency rescue.

[0033] The verification test of the obstacle avoidance function relies on manual operation. For example, manually operate the target obstacle for the obstacle avoidance test. This method is not only inefficient, but also difficult to control the precise position and speed of the obstacle, resulting in the uncertainty of the test results and the increased difficulty of verifying the effectiveness of the obstacle avoidance algorithm, thus making the test accuracy of the obstacle avoidance test poor. Therefore, there is a problem of poor test accuracy in the obstacle avoidance test in the related art.

[0034] To at least partially solve the above technical problems, in this embodiment, by performing multiple rounds of obstacle avoidance tests on the aircraft under test and obtaining the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests performed by the aircraft under test, it is possible to cover the collision points under different flight conditions through multiple rounds of tests. This makes the evaluation of the obstacle avoidance strategy more comprehensive and detailed, can accurately identify the effectiveness and boundaries of the obstacle avoidance strategy in various scenarios, improves the reliability of the test, and thus solves the problem of poor test accuracy in the obstacle avoidance test in the related art.

[0035] It should be noted that the aircraft under test can refer to an aircraft whose obstacle avoidance function needs to be evaluated, such as an unmanned aerial vehicle, an electric vertical takeoff and landing aircraft (eVTOL), etc., which are usually equipped with various sensors and obstacle avoidance strategies. The obstacle aircraft can be an aircraft used to simulate obstacles in the obstacle avoidance test, and can be any aircraft such as a fixed-wing or multi-rotor that can precisely control its movement trajectory. In this embodiment, the number of obstacle aircraft can be one or more. The collision point corresponding to each round of obstacle avoidance test can be the specific position where the aircraft and the obstacle aircraft are expected to meet preset in each round of obstacle avoidance test, which can be used to trigger the obstacle avoidance strategy of the aircraft under test. The obstacle avoidance strategy can be the software logic carried on the aircraft, which is used to sense the obstacles in the surrounding environment and adjust the flight path or attitude according to preset rules to avoid collisions. The estimated obstacle avoidance time can be obtained by analyzing the results of multiple rounds of obstacle avoidance tests, and is an estimated value of the time required for the aircraft to complete the obstacle avoidance action from detecting the obstacle. The flight speed can be the cruising speed of the aircraft under test.

[0036] The specific implementation process of performing multiple rounds of obstacle avoidance tests on the aircraft to be tested can be as follows: Set multiple test scenarios, each scenario including different collision point positions. At the same time, specific flight parameters of the aircraft to be tested need to be set, such as flight speed, maximum acceleration, sensing range, etc., as well as the flight parameters of the obstacle aircraft, such as approach speed, maneuverability, etc. These parameters can be used to guide the execution of each round of obstacle avoidance tests.

[0037] After setting multiple test scenarios, at the start of each obstacle avoidance test, the aircraft to be tested and the obstacle aircraft can be controlled to reach their respective initial positions. Among them, the aircraft to be tested can fly at the set cruise speed (i.e., the cruise speed), and the obstacle aircraft plans its flight path to approach the aircraft to be tested according to the collision point position of the current test round, so as to conduct each round of obstacle avoidance tests.

[0038] Specifically, in each round of obstacle avoidance test, when the aircraft to be tested approaches the obstacle aircraft, the obstacle avoidance strategy of the aircraft to be tested can be triggered and automatically started according to the relative position and speed of the obstacle. The ground control station continuously monitors the real-time position, attitude and sensor data of the aircraft, records the start time point of the obstacle avoidance strategy and the obstacle avoidance path of the aircraft, so as to evaluate the effectiveness and timeliness of the obstacle avoidance strategy. If, during the obstacle avoidance test, the aircraft to be tested fails to start the obstacle avoidance strategy or fails to avoid the obstacle within the expected time, the obstacle aircraft will start an emergency avoidance operation according to the preset safety threshold to avoid an actual collision. After each obstacle avoidance test, the ground control station will automatically record and analyze the test data, including the movement trajectory of the aircraft, the start time of the obstacle avoidance strategy, the obstacle avoidance effect, etc. These data will be used to generate the test results of each round of obstacle avoidance test, that is, whether the aircraft successfully avoids the obstacle and the length of the obstacle avoidance time, providing basic data for the subsequent prediction of the obstacle avoidance time.

[0039] After completing one round of tests, the obstacle aircraft returns to its initial position to prepare for the next round of tests. The position of the collision point or other test parameters can be adjusted according to the results of the previous round of tests, such as adjusting the time of the aircraft to be tested. Through continuous iteration of multiple rounds of tests, the obstacle avoidance performance of the aircraft under different conditions can be comprehensively evaluated to ensure the robustness and adaptability of the obstacle avoidance strategy.

[0040] All flight data and test results collected through multiple rounds of tests will be sorted out and analyzed to identify the relationship pattern between the obstacle avoidance time and flight conditions. The ground control station uses these data for modeling and prediction to estimate the obstacle avoidance time of the aircraft under other untested conditions, providing a basis for the optimization of the aircraft obstacle avoidance strategy and the formulation of flight manual parameters.

[0041] Specifically, in multiple rounds of obstacle avoidance tests, the ground control station (i.e., the control terminal) collects and records the key data of each round of tests. The key data may include, but is not limited to, the motion state data of the aircraft under test, the motion state data of the obstacle aircraft, the start time point when the aircraft under test executes the obstacle avoidance strategy, whether the aircraft under test successfully avoids obstacles, and so on. Among them, the motion state data of the aircraft under test may include, but is not limited to, the starting position, flight speed, flight acceleration, etc. of the aircraft under test. The motion state data of the obstacle aircraft may include the flight trajectory of the obstacle aircraft, the flight speed of the obstacle aircraft, the flight acceleration of the obstacle aircraft, and the distance change from the aircraft under test. Data preprocessing is performed on the key data of each round of tests, including data cleaning (removing invalid or abnormal data points), data calibration (ensuring the accuracy of position and time information), and data formatting, etc.

[0042] According to the results of each round of tests and the corresponding flight time, the following analysis can be carried out. According to the relationship between the flight speed of the aircraft and the obstacle avoidance time, the impact of speed changes on the obstacle avoidance response time can be identified. According to the relationship between the distance, relative speed between the obstacle aircraft and the aircraft under test and the obstacle avoidance time, the impact of distance and speed on the obstacle avoidance strategy can be analyzed. According to the start time point of the obstacle avoidance strategy, that is, the time difference from when the obstacle is first detected to when the obstacle avoidance action is executed, the delay of perception and decision-making can be evaluated. A model is established using machine learning, statistics, or other prediction algorithms, with the test results (whether the obstacle avoidance is successful) and flight time as training data. The goal is to find the relationship between the obstacle avoidance time of the aircraft and various test conditions. After the model training is completed, this model can be used to predict the obstacle avoidance time of the aircraft under test under different flight conditions.

[0043] In specific practice, the results of the estimated obstacle avoidance time need to be verified through further tests or simulations to ensure its accuracy and reliability. If a large deviation is found between the estimated value and the actual flight test results, it may be necessary to adjust the model parameters and retrain the model until the coincidence degree between the estimated value and the actual test data reaches the expected level. In specific practice, the results of the estimated obstacle avoidance time can be applied to the design and operation guidelines of the aircraft, providing performance parameters for the obstacle avoidance function of the aircraft, such as the minimum safety distance, recommended flight speed adjustment, etc. In addition, the estimated results can also be fed back to the obstacle avoidance strategy development team of the aircraft for further optimization and upgrade of the algorithm to ensure the safe flight of the aircraft in complex environments.

[0044] Through the embodiments provided by this application, multiple rounds of obstacle avoidance tests are performed on the aircraft to be tested, and the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests performed on the aircraft to be tested are obtained, so as to estimate the obstacle avoidance time of the aircraft to be tested according to the test results of each round of obstacle avoidance test, and obtain the estimated obstacle avoidance time of the aircraft to be tested. Among them, an obstacle avoidance strategy is configured on the aircraft to be tested, and the test result of each round of obstacle avoidance test performed by the aircraft to be tested is used to indicate whether the aircraft to be tested successfully avoids obstacles based on the obstacle avoidance strategy within the flight time corresponding to each round of obstacle avoidance test. The flight time corresponding to each round of obstacle avoidance test is the time required for the aircraft to be tested to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located at the set flight speed. The collision points corresponding to different rounds of obstacle avoidance tests in the multiple rounds of obstacle avoidance tests are different. Therefore, the collision points under different flight conditions are covered through multiple rounds of tests, which makes the evaluation of the obstacle avoidance strategy more comprehensive and detailed, improves the test accuracy, and thus solves the problem of poor test accuracy in obstacle avoidance tests in the related art. Moreover, through multiple rounds of obstacle avoidance tests, the effectiveness and boundaries of the obstacle avoidance strategy in various scenarios can be accurately identified, and the reliability of the test is improved.

[0045] In an exemplary embodiment, in order to ensure the accuracy and reliability of the test results to a certain extent, a suitable collision point can be selected in an automated and intelligent manner as the collision point for this round of obstacle avoidance test. Specifically, before performing each round of obstacle avoidance test, a set of collision points to be detected is determined according to the initial position of the obstacle aircraft corresponding to each round of obstacle avoidance test, the initial position of the aircraft to be tested corresponding to each round of obstacle avoidance test, the set flight speed of the aircraft to be tested, and the flight time corresponding to each round of obstacle avoidance test. Among them, the distance between the initial position of the obstacle aircraft and the initial position of the aircraft to be tested is greater than the maximum sensing distance of the aircraft to be tested; the target intersection point corresponding to each round of obstacle avoidance test is obtained, where the target intersection point is the intersection point between the preset vertical path of the obstacle aircraft and the preset cruise path of the aircraft to be tested corresponding to each round of obstacle avoidance test. The collision point to be detected with the smallest distance from the target intersection point is selected from the set of collision points to be detected as the collision point corresponding to each round of obstacle avoidance test.

[0046] It should be noted that the maximum perception distance can be the farthest distance at which the aircraft to be tested can accurately detect and identify obstacles; the target intersection point can be the theoretical intersection point between the preset vertical path of the obstacle aircraft and the preset cruise path of the aircraft to be tested, which is used to calculate and determine the most suitable collision point. The preset cruise path can refer to the flight path of the aircraft to be tested during the current round of obstacle avoidance testing according to the set flight speed and direction, which is used to evaluate the performance of the obstacle avoidance algorithm in a straight flight state. Specifically, the preset cruise path can be a cruise path parallel to the ground, where the initial position of the preset cruise path can be the initial position of the aircraft to be tested corresponding to each round of obstacle avoidance testing. The preset vertical path can be the ascending or descending path of the obstacle aircraft according to the preset vertical speed, and its purpose is to simulate a dynamic obstacle approaching the aircraft to be tested from below or above. Specifically, as Figure 3 shown, the preset cruise path can be the flight path of the aircraft to be tested cruising from the initial position according to the preset height, parallel to the ground (i.e., the path from the aircraft to be tested to the target intersection point and parallel to the ground); the preset vertical path can be the flight path of the obstacle aircraft ascending from the initial position. The preset vertical path can be perpendicular to the tangent of the ground origin.

[0047] In one example, assume that an obstacle avoidance test of a low-altitude aircraft is being carried out, where the aircraft to be tested is an eVIOL (electric vertical takeoff and landing aircraft), its maximum perception distance is 150 meters, the preset cruise speed is 15 m / s, and the obstacle aircraft is a drone, initially located 200 meters below and 250 meters horizontally from the eVTOL. According to the flight time of each round of obstacle avoidance testing (for example, 10 seconds), a collision point can be determined through the following steps. Specifically, use the flight speed and flight time of the aircraft to be tested to calculate the theoretical position range that the aircraft to be tested can reach within 10 seconds. At the same time, according to the vertical climbing speed of the obstacle aircraft, calculate its vertical position that it can reach within 10 seconds to form a preset vertical path. Then, perform an intersection analysis on the preset cruise path of the aircraft to be tested and the preset vertical path of the drone, and select the point closest to the target intersection point (theoretically the closest point between the two aircraft) from this set of collision points as the actual collision point.

[0048] Through this embodiment, by presetting the vertical path of the obstacle aircraft and the cruise path of the aircraft to be tested, and calculating the actual collision point, the test system can more accurately simulate the obstacle avoidance scenarios that a low-altitude aircraft may encounter in a dynamic environment, thereby more effectively evaluating the performance of the obstacle avoidance algorithm. By ensuring that the initial distance between the obstacle aircraft and the aircraft to be tested is greater than the maximum perception distance of the aircraft to be tested, it is possible to avoid the aircraft to be tested triggering obstacle avoidance prematurely due to premature perception of the obstacle before the start of the test, ensuring the rationality and safety of the test conditions.

[0049] In an exemplary embodiment, the above method further includes: before each round of obstacle avoidance test, when a collision point setting instruction is obtained, performing a feasibility verification on the to-be-indicated collision point in the collision point setting instruction; when the feasibility verification of the to-be-indicated collision point passes, using the to-be-indicated collision point that passes the feasibility verification as the collision point corresponding to each round of obstacle avoidance test.

[0050] It should be noted that the collision point can also be determined through a collision point setting instruction. Before the obstacle avoidance test, the expected collision point can be set by oneself or the collision point can be randomly generated to generate a collision point setting instruction. Among them, the collision point setting instruction can include the position information of a specified collision point, or it can also include parameters such as the initial positions, flight speeds, and flight times of the to-be-tested aircraft and the obstacle aircraft, and one or more possible collision points will be calculated and set based on these parameters. Specifically, the randomly generated collision point can be referred to Figure 4 as shown.

[0051] Before each round of obstacle avoidance test, if a collision point setting instruction is received, the feasibility verification can be performed on the to-be-indicated collision point in the collision point setting instruction. The feasibility verification refers to a series of checks on the calculated to-be-indicated collision point in the test system to ensure that the collision point is feasible in the actual test and will not cause the test to be unable to proceed or pose a safety risk. The verification includes but is not limited to checking the consistency of the collision point with the maximum sensing distance of the aircraft, the maneuverability feasibility of the aircraft at the collision point, and the compatibility of the collision point with the real environment, etc. For example, calculate whether the obstacle aircraft can accurately reach the to-be-indicated collision point within a preset time, and at the same time check whether the obstacle avoidance action of the to-be-tested aircraft at this collision point is within the safe range to avoid collision. In addition, the compatibility of the collision point with the flight environment can also be analyzed. For example, check whether there is enough space above the collision point for the aircraft to perform obstacle avoidance maneuvers.

[0052] Through this embodiment, by performing the feasibility verification of the collision point before the test, the safety during the test can be ensured, direct collision or unexpected situations caused by unreasonable setting of the collision point can be avoided, and the safety of the aircraft and the test personnel can be protected. At the same time, verifying the feasibility of the collision point ensures that the test conditions match the real obstacle avoidance ability of the aircraft, avoids invalid tests or data deviation, and improves the accuracy and reliability of the test results.

[0053] In an exemplary embodiment, controlling the aircraft under test and the obstacle aircraft to fly towards the position where the collision point corresponding to each round of obstacle avoidance test is located includes: determining the flight speed of the obstacle aircraft corresponding to each round of obstacle avoidance test according to the initial position of the obstacle aircraft corresponding to each round of obstacle avoidance test, the position where the collision point corresponding to each round of obstacle avoidance test is located, and the flight time corresponding to each round of obstacle avoidance test; in each round of obstacle avoidance test, controlling the obstacle aircraft to fly towards the position where the collision point is located according to the flight speed of the obstacle aircraft, and controlling the aircraft under test to fly towards the position where the collision point is located according to the set flight speed of the aircraft under test, so that the aircraft under test and the obstacle aircraft reach the position where the collision point is located at the same time without performing obstacle avoidance operations.

[0054] It should be noted that the collision point corresponding to each round of obstacle avoidance test can be a theoretically determined collision position in each round of test based on the test parameters set by the system (including the initial position, speed, and test time of the aircraft). The position of the collision point can be used to evaluate the reaction performance of the obstacle avoidance function of the aircraft under test under specific conditions.

[0055] The flight speed of the obstacle aircraft corresponding to each round of obstacle avoidance test can be a constant speed that ensures the obstacle aircraft can reach the collision point on time in each round of obstacle avoidance test and is calculated based on the flight time, the initial position of the obstacle, and the position of the collision point. In specific practice, if the collision point is determined based on the target intersection point, the flight speed of the obstacle aircraft can be the vertical climbing speed. The set flight speed of the aircraft under test can be the cruising speed of the aircraft under test.

[0056] Optionally, before each round of obstacle avoidance test, the obstacle aircraft and the aircraft under test can also be remotely controlled to fly to the collision point through the flight control program, and the real-time position data can be transmitted back to calculate the error between the set collision point and the actual collision point.

[0057] Optionally, before each round of obstacle avoidance test, it is also possible to control the obstacle aircraft to fly to the initial position of the obstacle aircraft and maintain hovering, and control the aircraft under test to fly to the initial position of the aircraft under test for hovering. In the case where the aircraft under test does not have a hovering function, it is possible to first control the aircraft under test to circle at a position point at a certain distance from the initial position of the aircraft under test, and this position needs to ensure that it can enter the initial position of the aircraft under test at the flight speed and with the correct attitude. When it is determined that the aircraft under test and the obstacle aircraft are ready, according to the flight speed of the obstacle aircraft, control the obstacle aircraft to fly from the initial position of the obstacle aircraft to the position where the collision point is located, and according to the set flight speed of the aircraft under test, control the aircraft under test to fly from the initial position of the aircraft under test to the position where the collision point is located, so that without performing obstacle avoidance operations, the aircraft under test and the obstacle aircraft reach the position where the collision point is located at the same moment.

[0058] Through this embodiment, by accurately calculating and controlling the flight speeds of the obstacle aircraft and the aircraft under test, it is ensured that the obstacle aircraft and the aircraft under test reach the collision point at the planned time point, improving the accuracy and repeatability of the test scenario, and thus enabling the accurate evaluation of the performance of the obstacle avoidance algorithm.

[0059] In an exemplary embodiment, obtaining the test results of each round of obstacle avoidance test performed by the aircraft under test includes: in each round of obstacle avoidance test, obtaining the real-time position information of the aircraft under test and the real-time position information of the obstacle aircraft, and determining whether the aircraft under test performs an obstacle avoidance maneuver based on the real-time position information of the aircraft under test, where the obstacle avoidance maneuver is an obstacle avoidance operation performed by the aircraft under test based on an obstacle avoidance strategy; in the case of identifying that the aircraft under test does not perform an obstacle avoidance maneuver and the actual distance between the obstacle aircraft and the aircraft under test is less than or equal to the first safety threshold, controlling the obstacle aircraft to perform an obstacle avoidance operation, and obtaining the test results of each round of obstacle avoidance test, where the obstacle avoidance operation includes at least one of the following: climbing operation, turning operation, decelerating operation.

[0060] It should be noted that in each round of obstacle avoidance test, the real-time positions of the aircraft under test and the obstacle aircraft can be obtained in real time through the ground control terminal, that is, the position coordinate data in the three-dimensional space, including the horizontal position and the vertical height. The obstacle avoidance strategy can be an algorithm or process preset for dealing with specific obstacle avoidance scenarios, which stipulates how the aircraft under test should adjust its flight path when an obstacle aircraft is detected to ensure safety. The obstacle avoidance maneuver can be the obstacle avoidance operation performed by the aircraft under test based on the obstacle avoidance strategy, specifically the flight path adjustment action performed by the aircraft under test based on the obstacle avoidance algorithm or system, aiming to avoid collision with the obstacle aircraft. The obstacle avoidance maneuver can include changing the flight direction, adjusting the flight height or reducing the flight speed, etc. The first safety threshold can be a safety distance threshold preset in the obstacle avoidance test to avoid the occurrence of real collision events. When the distance between the obstacle aircraft and the aircraft under test decreases to be equal to or less than this threshold, an emergency obstacle avoidance operation will be triggered.

[0061] Optionally, the method of identifying whether the aircraft under test performs an obstacle avoidance maneuver can be judged manually. In an intelligent driving system, it is generally divided into several modules such as perception, prediction, planning, and control. In the planning module, it can be seen whether the aircraft under test will make a decision to avoid the obstacle aircraft, so as to control the obstacle aircraft to perform the obstacle avoidance operation. Of course, it is also possible to set a strategy capture interface on the ground control terminal to capture whether the aircraft under test performs an obstacle avoidance maneuver through the strategy capture interface. Of course, it is also possible to determine whether to perform an obstacle avoidance maneuver through the real-time position information of the aircraft under test.

[0062] Optionally, sensors (such as GNSS receivers) can be installed in the aircraft under test and the obstacle aircraft to obtain more accurate real-time positions.

[0063] Specifically, in order to be able to more accurately monitor the obstacle avoidance test process of the aircraft under test, it can be implemented through a test system as Figure 5 shown, such as Figure 5As shown in the figure, the obstacle avoidance test system includes the aircraft to be tested, the obstacle aircraft, and the ground control terminal. Among them, the obstacle aircraft includes a flight control system, a first differential mobile station, a first radio frequency module, and a first antenna. The first radio frequency module is connected to the flight control system, the first differential mobile station, and the first antenna. The aircraft to be tested includes a second differential mobile station, a second radio frequency module, and a second antenna. The second radio frequency module is connected to the second differential mobile station and the second antenna. Among them, the second differential mobile terminal and the second antenna in the aircraft to be tested can be installed on the outer surface of the aircraft to be tested by means of a suction cup and receive the 12V power supply on the aircraft to be tested through the DC power interface. The ground control terminal includes a differential reference station, a base station, a ground control station, a storage module, an external mobile power supply, and a third antenna. The external mobile power supply is connected to the differential reference station, the base station, the ground control station, and the storage module. The differential reference station, the base station, the ground control station, and the storage module are connected in sequence. The base station is connected to the third antenna. Specifically, the ground control terminal communicates with the aircraft to be tested and the obstacle aircraft through wireless communication technologies such as 5G or microwave. In the ground control terminal, the third antenna is connected to the base station through a TNC-type connector. The differential reference station is connected to the base station through a 5-core wire. The base station is connected to the ground control station through USB or a serial port. The ground control station is connected to the storage module through Ethernet. Among them, the external mobile power supply can provide 12V for the differential reference station and the base station through the DC power interface and provide 220V voltage for the ground control station and the storage module. In specific practice, the ground control terminal can be deployed on the ground corresponding to the airspace of the preset collision point, and the obstacle aircraft terminal and the aircraft to be tested terminal can be deployed near the ground terminal to ensure that the deployment location is relatively open and there is no other obstruction.

[0064] By respectively configuring the second differential mobile station and the first differential mobile station on the aircraft to be tested and the obstacle aircraft and cooperating with the differential reference station in the ground control terminal, high-precision position information can be provided. The Differential Global Navigation Satellite System (DGNSS) uses the correction signal of the differential reference station to significantly improve the accuracy of the aircraft position data. Real-time communication is achieved between the ground control terminal and the aircraft terminal through wireless communication technologies such as 5G and microwave, ensuring the instant transmission of control instructions and flight data. This not only improves the flexibility of the test process but also guarantees the real-time and accuracy of the test data. By powering the entire system with an external mobile power supply, it not only simplifies the power management but also improves the economy and practicality of the test. Using a dual-voltage power supply scheme of 12V and 220V ensures the stable operation of all devices and reduces the risk of test interruption caused by power problems.

[0065] In one example, during a low-altitude aircraft obstacle avoidance function test, the ground control station real-time collects and aggregates position information including the real-time coordinates of the aircraft under test and the real-time coordinates of the obstacle aircraft. During one round of the obstacle avoidance test, it is detected that the distance between the aircraft under test and the obstacle aircraft is decreasing, but the flight path of the aircraft under test shows that it has not performed any obstacle avoidance maneuver. When the actual distance between the aircraft under test and the obstacle aircraft calculated through the real-time position information is less than or equal to a preset first safety threshold (e.g., 50 meters), the obstacle aircraft will be immediately controlled to perform an emergency obstacle avoidance operation, such as vertical climb to rapidly increase the distance between the two aircraft and avoid collision. At the same time, the test system records all the data of this round of obstacle avoidance test, including the position, speed, timestamp, etc. of the aircraft, to evaluate the performance of the obstacle avoidance algorithm and identify the reasons for the failure to avoid obstacles in a timely manner.

[0066] Through this embodiment, by setting the first safety threshold and real-time monitoring the distance between the aircraft under test and the obstacle aircraft, when the distance decreases to the safety threshold, the obstacle aircraft will automatically perform an obstacle avoidance operation, effectively avoiding the occurrence of real collision events and ensuring the safety of the test process. The acquisition and analysis of real-time position information help to accurately judge the obstacle avoidance actions and their effects of the aircraft under test. In the case of being unable to avoid obstacles, by controlling the obstacle aircraft to perform an emergency obstacle avoidance operation, test data under extreme conditions are collected, providing a basis for evaluating the boundary conditions of the obstacle avoidance strategy. Moreover, identifying the obstacle avoidance failure scenarios, especially when the actual distance between the obstacle aircraft and the aircraft under test is less than the first safety threshold but no obstacle avoidance maneuver has been performed yet, helps to discover the deficiencies in the obstacle avoidance strategy and provides a direction for subsequent strategy optimization.

[0067] In an exemplary embodiment, determining whether the aircraft under test performs an obstacle avoidance maneuver according to the real-time position information of the aircraft under test includes: determining the actual cruise path of the aircraft under test according to the real-time position information of the aircraft under test; obtaining the simulated cruise path of the aircraft under test, where the simulated cruise path is the cruise path obtained through a simulated collision test using a target model, and the target model is a model constructed based on the type and size of the aircraft under test; determining the real-time offset value of the aircraft under test according to the simulated cruise path and the actual cruise path; and determining that the aircraft under test performs an obstacle avoidance maneuver when there is a real-time offset value greater than a preset offset threshold.

[0068] It should be noted that the actual cruise path can be the trajectory of the aircraft under test during the test, which is depicted by the real-time position information of the aircraft under test, and can be a straight path, a turning path or other flight paths. The simulated cruise path can be the theoretical flight path simulated based on the target model under the ideal condition of no obstacle avoidance operation, according to the initial position, flight speed and collision point position of the aircraft under test. The target model can be based on information such as the type, size and flight performance parameters of the aircraft under test, and is used to simulate the flight behavior of the aircraft in the software. It can be generated before each round of obstacle avoidance test and is used to simulate the flight performance and obstacle avoidance reaction of the aircraft under specific conditions. Of course, before each round of obstacle avoidance test, the flight path can be simulated according to the specification information of the obstacle aircraft and the aircraft under test and the relevant test parameters of the current round of obstacle avoidance test.

[0069] The real-time offset value can be the instantaneous distance difference between the actual cruise path and the simulated cruise path of the aircraft under test during the test. The real-time offset value can be used to determine whether the aircraft has deviated from the original path due to obstacle avoidance. The preset offset threshold can be a distance value set before the test, which is used to determine whether the offset of the aircraft under test is significant, that is, whether an obstacle avoidance maneuver has been performed. If the real-time offset value exceeds this threshold, it will be considered that the aircraft under test has performed an obstacle avoidance maneuver.

[0070] Through this embodiment, by monitoring the offset value in real time and comparing it with the preset value, it is possible to quickly determine whether the aircraft under test has deviated from the predetermined path due to obstacle avoidance, enhancing the accuracy and reliability of the test results. When it is found that the aircraft has deviated from the path, it means that obstacle avoidance has started, which helps to timely adjust the actions of the obstacle aircraft, avoid real collisions and ensure the safety of the test.

[0071] In an exemplary embodiment, the above method further includes: when the obstacle aircraft performs an obstacle avoidance operation and the aircraft under test performs an obstacle avoidance maneuver, and the actual distance between the obstacle aircraft and the aircraft under test is less than the second safety threshold, controlling the obstacle aircraft to perform a specified obstacle avoidance operation, where the second safety threshold is less than the first safety threshold, and the specified obstacle avoidance operation is an obstacle avoidance operation different from the obstacle avoidance operation previously performed by the obstacle aircraft.

[0072] It should be noted that, in order to provide additional safety guarantees when approaching the real collision risk, a second safety threshold can be set, where the second safety threshold is less than the first safety threshold. In the test process, when the actual distance between the obstacle aircraft and the aircraft under test is further reduced to a range smaller than the first safety threshold (i.e., reaching the second safety threshold), more urgent obstacle avoidance measures will be taken, such as controlling the obstacle aircraft to perform a specified obstacle avoidance operation. The specified obstacle avoidance operation can be an emergency avoidance action automatically controlled by the obstacle aircraft when the actual distance between the obstacle aircraft and the aircraft under test is less than the second safety threshold during the obstacle avoidance test to avoid collision.

[0073] The specified obstacle avoidance operation is usually different from the obstacle avoidance operation previously performed by the obstacle aircraft, ensuring the diversity and effectiveness of the obstacle avoidance strategy. For example, in the case where the previously performed obstacle avoidance operation is a climbing operation, in order to further increase the safety distance, the ground control station will control the obstacle aircraft to perform an obstacle avoidance operation different from the previous climbing operation, such as a turning operation, to change its relative position with the aircraft under test and quickly increase the distance between the obstacle aircraft and the aircraft under test to ensure flight safety.

[0074] Through this embodiment, by setting the second safety threshold and the corresponding specified obstacle avoidance operation, the safety redundancy in the test process is further increased, ensuring that even in extreme cases, collisions can be effectively avoided, and to a certain extent, the safety of the test is guaranteed. Through the multi-level obstacle avoidance operation strategy, even in a complex test environment, the integrity and reliability of the test data can be ensured, and to a certain extent, the test interruption or data error that may be caused by a single obstacle avoidance operation can be avoided.

[0075] The following explains the obstacle avoidance test method for the aircraft in the embodiments of the present application in combination with optional examples. In this optional example, Figure 6 is a schematic flowchart of the obstacle avoidance test method for the aircraft in this optional example, as Figure 6 shown. The process of the obstacle avoidance test method for the aircraft can include the following steps:

[0076] Step S602, input the initial parameters;

[0077] Specifically, input the basic performance parameters of the obstacle aircraft and the aircraft to be tested. Specifically, the basic performance parameters of the obstacle aircraft and the aircraft to be tested may include the coordinates of the initial positions of the obstacle aircraft and the aircraft to be tested, the maximum vertical climbing speed, the maximum inclined climbing speed and angle, the cruising speed, the maximum sensing distance, etc. of the obstacle aircraft. Input the specification information of the obstacle aircraft and the aircraft to be tested to generate a cubic collision model, so as to correspond to different collision calculation methods. Specifically, a target model for the aircraft to be tested can be constructed through the specification information of the aircraft to be tested, so as to obtain the simulated cruising path corresponding to each round of obstacle avoidance test in each round of obstacle avoidance test. The simulated cruising path is the cruising path obtained through the simulated collision test of the target model. Set and input the control accuracy of the obstacle aircraft and the aircraft to be tested, and then the control error can be considered in the calculation model to avoid real collisions.

[0078] Step S604, determine whether the straight-line distance between the initial points of the aircraft to be tested and the obstacle aircraft is greater than the maximum sensing distance of the aircraft to be tested;

[0079] Step S606, set the collision time;

[0080] Specifically, set the collision time corresponding to each round of obstacle avoidance test. That is to say, in the execution of each round of obstacle avoidance test, the time required for the aircraft to be tested to fly from the initial position to the position where the collision point corresponding to each round of obstacle avoidance test is located at the set flight speed. It should be noted that, based on the obstacle avoidance algorithm and the basic performance estimation of the response of the aircraft to be tested, an estimated time for the aircraft to be tested to make an obstacle avoidance response when the collision time is a certain value can be obtained. The collision time should be greater than the time for the aircraft to be tested to make an obstacle avoidance response.

[0081] Step S608, set the safety threshold;

[0082] Specifically, the safety threshold may include a first safety threshold and a second safety threshold. The first safety threshold can be set to control the obstacle aircraft to climb and avoid danger with the maximum acceleration when the safety distance between the two aircraft is too small. In some special scenarios, such as when the obstacle aircraft climbs and then the aircraft to be tested also takes upward climbing obstacle avoidance measures at the same time, resulting in the continuous reduction of the safety distance and approaching the second safety threshold, the obstacle aircraft will perform a final reverse maneuver to avoid collision between the two aircraft.

[0083] Step S610, generate the collision point;

[0084] Specifically, collision points can be randomly generated. Of course, the user can choose whether to adopt the randomly generated collision points and can also verify the feasibility of the randomly generated collision points. Alternatively, a set of collision points to be detected is determined based on the initial position of the obstacle aircraft corresponding to each round of obstacle avoidance test, the initial position of the aircraft under test corresponding to each round of obstacle avoidance test, the set flight speed of the aircraft under test, and the flight time corresponding to each round of obstacle avoidance test, so as to determine the collision points corresponding to each round of obstacle avoidance test from the set of collision points to be detected.

[0085] Step S612, check feasibility;

[0086] Specifically, if the feasibility verification is passed, jump to step S614; if the feasibility verification fails, jump to step S610.

[0087] Step S614, control the obstacle aircraft to hover at the initial position;

[0088] Specifically, control the obstacle aircraft to fly to the initial position of the obstacle aircraft and hover. Step S616, determine whether the aircraft under test has a hovering function;

[0089] Specifically, if the aircraft under test has a hovering function, it can jump to step S618; if the aircraft under test does not have a hovering function, it can jump to step S620.

[0090] Step S618, the aircraft under test hovers at the initial position of the aircraft under test;

[0091] Step S620, control the aircraft under test to circle at a preset position;

[0092] Step S622, determine the flight speed of the obstacle aircraft;

[0093] Step S624, control the obstacle aircraft and the aircraft under test to fly towards the collision point;

[0094] Step S626, monitor whether the trajectory of the aircraft under test deviates;

[0095] Specifically, if it is monitored that the trajectory of the aircraft under test deviates, jump to step S636; if it is monitored that the trajectory of the aircraft under test does not deviate, jump to step S628.

[0096] Step S628, is it less than the first safety threshold;

[0097] Specifically, if the actual distance between the obstacle aircraft and the aircraft under test is less than the first safety threshold, jump to step S630; if the actual distance between the obstacle aircraft and the aircraft under test is not less than the first safety threshold, jump to step S626;

[0098] Step S630, the obstacle aircraft performs an obstacle avoidance operation;

[0099] Specifically, the maximum climbing speed can be adopted for the obstacle avoidance operation.

[0100] Step S632, is it less than the second safety threshold?

[0101] Specifically, when the actual distance between the obstacle aircraft and the aircraft to be tested is less than the second safety threshold, it jumps to step S634; when the actual distance between the obstacle aircraft and the aircraft to be tested is not less than the second safety threshold, it jumps to step S630. It should be noted that after performing the obstacle avoidance operation for a period of time, if the actual distance is never less than the second safety threshold, it is determined that this round of obstacle avoidance test ends.

[0102] Step S634, control the obstacle aircraft to perform a specified obstacle avoidance operation;

[0103] Of course, a third safety threshold can also be set. The third safety threshold is less than the second safety threshold. In the case of the third safety threshold, the obstacle aircraft can be directly abandoned.

[0104] Step S636, control the obstacle aircraft to fly to the collision point;

[0105] Step S638, this round of obstacle avoidance test ends.

[0106] Through this optional example, by precisely controlling the collision point, collision time, and the flight performance parameters of the obstacle aircraft, the test system can trigger the obstacle avoidance strategy of the aircraft more accurately, and the collected data is more reliable, which helps to estimate the obstacle avoidance time more accurately. The real-time transmission of position data and the setting of safety thresholds ensure that measures can be taken in a timely manner during the test to avoid real collisions. Even in an emergency, the safety of the aircraft to be tested can be guaranteed, avoiding major losses. The test framework that supports the access of multiple obstacle aircraft can simulate richer air traffic scenarios; and the automated test process reduces manual intervention and improves the efficiency of the test process; while the recording and analysis of test data provide a solid foundation for the continuous improvement of the aircraft obstacle avoidance function.

[0107] It should be noted that for the foregoing method embodiments, for the sake of simple description, they are all expressed as a series of action combinations. However, those skilled in the art should know that this application is not limited by the described action sequence, because according to this application, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0108] Through the description of the above embodiments, those skilled in the art can clearly understand that the method according to the above embodiments can be implemented by means of software plus a necessary general hardware platform. Of course, it can also be implemented by hardware, but in many cases, the former is a better implementation. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM (Read-Only Memory), RAM (Random Access Memory), magnetic disk, optical disk), and includes several instructions to enable a terminal device (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in various embodiments of the present application.

[0109] According to another aspect of the embodiments of the present application, an obstacle avoidance test system for an aircraft is further provided. The obstacle avoidance test system for the aircraft can be used to implement the obstacle avoidance test method for the aircraft provided in the above embodiments, and those that have been described will not be repeated. As used below, the term "module" can be a combination of software and / or hardware that can achieve a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware is also possible and contemplated.

[0110] Figure 7 is a structural block diagram of an optional obstacle avoidance test system for an aircraft according to the embodiments of the present application. As Figure 7 shown in, the obstacle avoidance test system for the aircraft includes a control terminal 702, a to-be-tested aircraft 704, and an obstacle aircraft 706. Among them,

[0111] The control terminal 702 is configured to perform multiple rounds of obstacle avoidance tests on the to-be-tested aircraft and obtain the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests performed by the to-be-tested aircraft. Among them, an obstacle avoidance strategy is configured on the to-be-tested aircraft. Each round of obstacle avoidance test is performed in the following manner: controlling the to-be-tested aircraft and the obstacle aircraft to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located. The test result of each round of obstacle avoidance test performed by the to-be-tested aircraft is used to indicate whether the to-be-tested aircraft successfully avoids obstacles within the flight time corresponding to each round of obstacle avoidance test based on the obstacle avoidance strategy. The flight time corresponding to each round of obstacle avoidance test is the time required for the to-be-tested aircraft to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located at a set flight speed. The collision points corresponding to different rounds of obstacle avoidance tests in the multiple rounds of obstacle avoidance tests are different; according to the test results of each round of obstacle avoidance test performed by the to-be-tested aircraft and the flight time corresponding to each round of obstacle avoidance test, estimate the obstacle avoidance time of the to-be-tested aircraft to obtain the estimated obstacle avoidance time of the to-be-tested aircraft;

[0112] The aircraft to be tested 704 is configured to fly towards the location of the collision point in response to the control of the control terminal.

[0113] The obstacle aircraft 706 is configured to fly towards the location of the collision point in response to the control of the control terminal.

[0114] It should be noted that the control terminal 702 in this embodiment can be used to execute the above steps S202 to S204.

[0115] Through the embodiments provided by the present application, multiple rounds of obstacle avoidance tests are performed on the aircraft to be tested, and the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests performed on the aircraft to be tested are obtained, so as to estimate the obstacle avoidance time of the aircraft to be tested according to the test results of each round of obstacle avoidance test, and obtain the estimated obstacle avoidance time of the aircraft to be tested. Among them, an obstacle avoidance strategy is configured on the aircraft to be tested, and the test results of each round of obstacle avoidance test performed by the aircraft to be tested are used to indicate whether the aircraft to be tested successfully avoids obstacles based on the obstacle avoidance strategy within the flight time corresponding to each round of obstacle avoidance test. The flight time corresponding to each round of obstacle avoidance test is the time required for the aircraft to be tested to fly to the location of the collision point corresponding to each round of obstacle avoidance test at the set flight speed. The collision points corresponding to different rounds of obstacle avoidance tests in the multiple rounds of obstacle avoidance tests are different, so that the collision points under different flight conditions are covered through multiple rounds of tests, which makes the evaluation of the obstacle avoidance strategy more comprehensive and detailed, improves the test accuracy, and thus solves the problem of poor test accuracy in obstacle avoidance tests in the related art. Moreover, through multiple rounds of obstacle avoidance tests, the effectiveness and boundaries of the obstacle avoidance strategy in various scenarios can be accurately identified, improving the reliability of the test.

[0116] In an exemplary embodiment, the control terminal 702 is further configured to, before performing each round of obstacle avoidance test, determine a set of collision points to be detected according to the initial position of the obstacle aircraft corresponding to each round of obstacle avoidance test, the initial position of the aircraft to be tested corresponding to each round of obstacle avoidance test, the set flight speed of the aircraft to be tested, and the flight time corresponding to each round of obstacle avoidance test. The distance between the initial position of the obstacle aircraft and the initial position of the aircraft to be tested is greater than the maximum sensing distance of the aircraft to be tested. Obtain the target intersection point corresponding to each round of obstacle avoidance test, where the target intersection point is the intersection point between the preset vertical path of the obstacle aircraft and the preset cruise path of the aircraft to be tested corresponding to each round of obstacle avoidance test, and select the collision point to be detected with the smallest distance from the target intersection point from the set of collision points to be detected as the collision point corresponding to each round of obstacle avoidance test.

[0117] In an exemplary embodiment, the control terminal 702 is further configured to, before each round of obstacle avoidance test, when a collision point setting instruction is obtained, perform a feasibility verification on the to-be-indicated collision point in the collision point setting instruction; and when the feasibility verification of the to-be-indicated collision point passes, use the to-be-indicated collision point that has passed the feasibility verification as the collision point corresponding to each round of obstacle avoidance test.

[0118] In an exemplary embodiment, the control terminal 702 is further configured to determine the flight speed of the obstacle aircraft corresponding to each round of obstacle avoidance test according to the initial position of the obstacle aircraft corresponding to each round of obstacle avoidance test, the position where the collision point corresponding to each round of obstacle avoidance test is located, and the flight time corresponding to each round of obstacle avoidance test; in each round of obstacle avoidance test, control the obstacle aircraft to fly towards the position where the collision point is located according to the flight speed of the obstacle aircraft, and control the to-be-tested aircraft to fly towards the position where the collision point is located according to the set flight speed of the to-be-tested aircraft, so that, without performing obstacle avoidance operations, the to-be-tested aircraft and the obstacle aircraft reach the position where the collision point is located at the same moment;

[0119] The to-be-tested aircraft 704 is further configured to fly towards the position where the collision point is located in response to the control of the control terminal;

[0120] The obstacle aircraft 706 is configured to fly towards the position where the collision point is located in response to the control of the control terminal according to the flight speed of the obstacle aircraft.

[0121] In an exemplary embodiment, the control terminal 702 is further configured to, in each round of obstacle avoidance test, obtain the real-time position information of the to-be-tested aircraft and the real-time position information of the obstacle aircraft; determine whether the to-be-tested aircraft performs an obstacle avoidance maneuver operation according to the real-time position information of the to-be-tested aircraft, where the obstacle avoidance maneuver operation is an obstacle avoidance operation performed by the to-be-tested aircraft based on an obstacle avoidance strategy; and when it is identified that the to-be-tested aircraft does not perform an obstacle avoidance maneuver operation and the actual distance between the obstacle aircraft and the to-be-tested aircraft is less than or equal to a first safety threshold, control the obstacle aircraft to perform an obstacle avoidance operation, and obtain the test result of each round of obstacle avoidance test, where the obstacle avoidance operation includes at least one of the following: a climbing operation, a turning operation, and a decelerating operation;

[0122] The obstacle aircraft 706 is further configured to perform an obstacle avoidance operation in response to the control of the control terminal when the to-be-tested aircraft does not perform an obstacle avoidance maneuver operation and the actual distance between the obstacle aircraft and the to-be-tested aircraft is less than or equal to a first safety threshold.

[0123] In an exemplary embodiment, the control terminal 702 is further configured to determine the actual cruise path of the aircraft to be measured according to the real-time position information of the aircraft to be measured, obtain the simulated cruise path of the aircraft to be measured, where the simulated cruise path is the cruise path obtained through a simulated collision test using a target model, and the target model is a model constructed based on the type and size of the aircraft to be measured; determine the real-time offset value of the aircraft to be measured according to the simulated cruise path and the actual cruise path; and determine that the aircraft to be measured performs an obstacle avoidance maneuver operation when there is a real-time offset value greater than a preset offset threshold.

[0124] In an exemplary embodiment, when the obstacle aircraft performs an obstacle avoidance operation and the aircraft to be measured performs an obstacle avoidance maneuver operation, and the actual distance between the obstacle aircraft and the aircraft to be measured is less than a second safety threshold, the control terminal 702 controls the obstacle aircraft to perform a specified obstacle avoidance operation, where the second safety threshold is less than the first safety threshold, and the specified obstacle avoidance operation is an obstacle avoidance operation different from the previously performed obstacle avoidance operation of the obstacle aircraft.

[0125] The obstacle aircraft 706 is further configured to, in response to the control of the control terminal, perform a specified obstacle avoidance operation when the obstacle aircraft performs an obstacle avoidance operation and the aircraft to be measured performs an obstacle avoidance maneuver operation, and the actual distance between the obstacle aircraft and the aircraft to be measured is less than a second safety threshold, where the second safety threshold is less than the first safety threshold, and the specified obstacle avoidance operation is an obstacle avoidance operation different from the previously performed obstacle avoidance operation of the obstacle aircraft.

[0126] It should be noted that the above-mentioned various modules can be implemented by software or hardware. For the latter, it can be implemented in the following ways, but not limited thereto: all the above-mentioned modules are located in the same processor; or, the above-mentioned various modules are respectively located in different processors in any combination form.

[0127] According to another aspect of the embodiments of the present application, there is provided a computer-readable storage medium, where the computer-readable storage medium includes a stored program, and when the program runs, it executes the steps in any one of the above method embodiments.

[0128] In an exemplary embodiment, the above-mentioned computer-readable storage medium may include, but is not limited to: various media such as USB flash drives, ROMs, RAMs, mobile hard disks, magnetic disks, or optical discs that can store computer programs.

[0129] According to another aspect of the embodiments of the present application, an electronic device is provided, which includes a memory, a processor, and a computer program stored on the memory and executable on the processor. The processor is configured to execute the steps in any of the above method embodiments through the computer program. In an exemplary embodiment, the above electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the above processor, and the input / output device is connected to the above processor.

[0130] Specific examples in this embodiment may refer to the examples described in the above embodiments and exemplary embodiments, and will not be repeated here.

[0131] According to another aspect of the embodiments of the present application, a computer program product is further provided. The computer program product includes computer programs / instructions, and the computer programs / instructions include program codes for executing the methods shown in the flowcharts. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 809 and / or installed from the removable medium 811. When the computer program is executed by the central processing unit 801, various functions provided by the embodiments of the present application are executed. The serial numbers of the above embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0132] Figure 8 Schematically shows a block diagram of a computer system of an electronic device for implementing the embodiments of the present application. As Figure 8 shown, the computer system 800 includes a CPU (Central Processing Unit) 801, which can execute various appropriate actions and processes according to the program stored in the ROM 802 or the program loaded from the storage part 808 into the RAM 803. In the random access memory 803, various programs and data required for system operation are also stored. The central processing unit 801, the read-only memory 802, and the random access memory 803 are connected to each other through a bus 804. The I / O (Input / Output) interface 805 is also connected to the bus 804.

[0133] The following components are connected to the I / O interface 805: an input section 806 including a keyboard, a mouse, etc.; an output section 807 including such as a CRT (Cathode Ray Tube), an LCD (Liquid Crystal Display), etc. and a speaker, etc.; a storage section 808 including a hard disk, etc.; and a communication section 809 including a network interface card such as a LAN card, a modem, etc. The communication section 809 performs communication processing via a network such as the Internet. A drive 810 is also connected to the input / output interface 805 as required. A removable medium 811, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 810 as required so that a computer program read from it can be installed into the storage section 808 as required.

[0134] Specifically, according to an embodiment of the present application, the processes described in each method flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains program codes for executing the methods shown in the flowcharts. In such an embodiment, the computer program can be downloaded and installed from the network through the communication section 809, and / or installed from the removable medium 811. When the computer program is executed by the central processing unit 801, various functions defined in the system of the present application are executed.

[0135] It should be noted that Figure 8 The computer system 800 of the electronic device shown is only an example, and should not bring any limitation to the functions and usage scope of the embodiments of the present application.

[0136] Obviously, those skilled in the art should understand that the above-mentioned modules or steps of the present application can be implemented by a general-purpose computing device. They can be concentrated on a single computing device, or distributed on a network composed of multiple computing devices. They can be implemented by program codes executable by the computing device. Thus, they can be stored in a storage device and executed by the computing device. And in some cases, the steps shown or described can be executed in a different order than here, or they can be separately made into individual integrated circuit modules, or multiple modules or steps among them can be made into a single integrated circuit module to implement. In this way, the present application is not limited to any specific combination of hardware and software.

[0137] The above are only the preferred embodiments of the present application, and are not used to limit the present application. For those skilled in the art, the present application can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the principle of the present application shall be included in the protection scope of the present application.

Claims

1. An obstacle avoidance test method for an aircraft, characterized in that, Including: Performing multiple rounds of obstacle avoidance tests on the aircraft to be tested, and obtaining the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests performed by the aircraft to be tested. Wherein, an obstacle avoidance strategy is configured on the aircraft to be tested, and each round of obstacle avoidance test is performed in the following manner: controlling the aircraft to be tested and the obstacle aircraft to fly towards the position where the collision point corresponding to each round of obstacle avoidance test is located. The test result of each round of obstacle avoidance test performed by the aircraft to be tested is used to indicate whether the aircraft to be tested successfully avoids obstacles based on the obstacle avoidance strategy within the flight time corresponding to each round of obstacle avoidance test. The flight time corresponding to each round of obstacle avoidance test is the time required for the aircraft to be tested to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located at a set flight speed. The collision points corresponding to different rounds of obstacle avoidance tests in the multiple rounds of obstacle avoidance tests are different; Estimating the obstacle avoidance time of the aircraft to be tested based on the test results of each round of obstacle avoidance test performed by the aircraft to be tested and the flight time corresponding to each round of obstacle avoidance test, to obtain the estimated obstacle avoidance time of the aircraft to be tested.

2. The method according to claim 1, wherein The method further includes: Before performing each round of obstacle avoidance test, determining a set of collision points to be detected based on the initial position of the obstacle aircraft corresponding to each round of obstacle avoidance test, the initial position of the aircraft to be tested corresponding to each round of obstacle avoidance test, the set flight speed of the aircraft to be tested, and the flight time corresponding to each round of obstacle avoidance test. Wherein, the distance between the initial position of the obstacle aircraft and the initial position of the aircraft to be tested is greater than the maximum sensing distance of the aircraft to be tested; Obtaining the target intersection point corresponding to each round of obstacle avoidance test, where the target intersection point is the intersection point between the preset vertical path of the obstacle aircraft and the preset cruise path of the aircraft to be tested corresponding to each round of obstacle avoidance test; Selecting the collision point to be detected with the smallest distance from the target intersection point from the set of collision points to be detected as the collision point corresponding to each round of obstacle avoidance test.

3. The method according to claim 1, characterized in that, The method further includes: Before performing each round of obstacle avoidance test, when a collision point setting instruction is obtained, performing a feasibility verification on the collision point to be indicated in the collision point setting instruction; When the feasibility verification of the collision point to be indicated passes, using the collision point to be indicated that has passed the feasibility verification as the collision point corresponding to each round of obstacle avoidance test.

4. The method according to claim 1, characterized in that, The controlling the aircraft to be tested and the obstacle aircraft to fly towards the position where the collision point corresponding to each round of obstacle avoidance test is located includes: Determining the flight speed of the obstacle aircraft corresponding to each round of obstacle avoidance test based on the initial position of the obstacle aircraft corresponding to each round of obstacle avoidance test, the position where the collision point corresponding to each round of obstacle avoidance test is located, and the flight time corresponding to each round of obstacle avoidance test; In each round of obstacle avoidance test, according to the flight speed of the obstacle aircraft, control the obstacle aircraft to fly towards the position where the collision point is located, and according to the set flight speed of the aircraft under test, control the aircraft under test to fly towards the position where the collision point is located, so that the aircraft under test and the obstacle aircraft reach the position where the collision point is located at the same time without performing obstacle avoidance operations.

5. The method according to claim 1, wherein The obtaining of the test results of each round of obstacle avoidance test performed by the aircraft under test includes: In each round of obstacle avoidance test, obtain the real-time position information of the aircraft under test and the real-time position information of the obstacle aircraft; According to the real-time position information of the aircraft under test, determine whether the aircraft under test performs an obstacle avoidance maneuver, where the obstacle avoidance maneuver is an obstacle avoidance operation performed by the aircraft under test based on the obstacle avoidance strategy; In the case where it is identified that the aircraft under test does not perform the obstacle avoidance maneuver and the actual distance between the obstacle aircraft and the aircraft under test is less than or equal to the first safety threshold, control the obstacle aircraft to perform an obstacle avoidance operation, and obtain the test results of each round of obstacle avoidance test, where the obstacle avoidance operation includes at least one of the following: a climbing operation, a turning operation, and a decelerating operation.

6. The method according to claim 5, characterized in that The determining whether the aircraft under test performs an obstacle avoidance maneuver according to the real-time position information of the aircraft under test includes: According to the real-time position information of the aircraft under test, determine the actual cruise path of the aircraft under test; Obtain the simulated cruise path of the aircraft under test, where the simulated cruise path is a cruise path obtained through a simulated collision test by a target model, and the target model is a model constructed based on the type and size of the aircraft under test; According to the simulated cruise path and the actual cruise path, determine the real-time offset value of the aircraft under test; In the case where there is a real-time offset value greater than a preset offset threshold, determine that the aircraft under test performs the obstacle avoidance maneuver.

7. The method according to claim 5, characterized in that, The method further includes: In the case where the obstacle aircraft performs the obstacle avoidance operation and the aircraft under test performs the obstacle avoidance maneuver and the actual distance between the obstacle aircraft and the aircraft under test is less than the second safety threshold, control the obstacle aircraft to perform a specified obstacle avoidance operation, where the second safety threshold is less than the first safety threshold, and the specified obstacle avoidance operation is an obstacle avoidance operation different from the obstacle avoidance operation previously performed by the obstacle aircraft.

8. An obstacle avoidance test system for an aircraft, characterized in that, The system includes a control terminal, an aircraft under test, and an obstacle aircraft, where The control terminal is configured to perform multiple rounds of obstacle avoidance tests on the aircraft under test and obtain the test results of each round of obstacle avoidance test in the multiple rounds of obstacle avoidance tests. An obstacle avoidance strategy is configured on the aircraft under test. Each round of obstacle avoidance test is performed in the following manner: controlling the aircraft under test and the obstacle aircraft to fly towards the position where the collision point corresponding to each round of obstacle avoidance test is located. The test result of each round of obstacle avoidance test performed by the aircraft under test is used to indicate whether the aircraft under test successfully avoids obstacles based on the obstacle avoidance strategy within the flight time corresponding to each round of obstacle avoidance test. The flight time corresponding to each round of obstacle avoidance test is the time required for the aircraft under test to fly to the position where the collision point corresponding to each round of obstacle avoidance test is located at a set flight speed. The collision points corresponding to different rounds of obstacle avoidance tests in the multiple rounds of obstacle avoidance tests are different. Based on the test result of each round of obstacle avoidance test performed by the aircraft under test and the flight time corresponding to each round of obstacle avoidance test, estimate the obstacle avoidance time of the aircraft under test to obtain the estimated obstacle avoidance time of the aircraft under test; The aircraft under test is configured to fly towards the position where the collision point is located in response to the control of the control terminal; the obstacle aircraft is configured to fly towards the position where the collision point is located in response to the control of the control terminal.

9. A computer-readable storage medium, characterized in that, A computer program is stored in the computer-readable storage medium. When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

10. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

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