Unmanned aerial vehicle takeoff and landing management method, device, equipment and medium

Abstract

The application provides a UAV taking-off and landing management method, device, equipment and medium, comprising: generating a taking-off and landing task corresponding to a UAV when it is detected that the UAV in a taking-off and landing preparation area enters a taking-off and landing preparation state, the taking-off and landing task being a landing task or a take-off task; determining the priority corresponding to the taking-off and landing task, so as to add the taking-off and landing task to a double-area task queue according to the priority corresponding to the taking-off and landing task, the double-area task queue comprising a landing task and / or a take-off task to be executed and the corresponding execution order; and controlling a target UAV to move to a climbing and descending area according to the double-area task queue, and performing linkage control on the target UAV and a parking layer, so as to complete the taking-off and landing task corresponding to the target UAV. The application can better balance the efficiency and safety of UAV take-off and landing in the scene of one warehouse and multiple UAVs.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of unmanned aerial vehicle management, and in particular to an unmanned aerial vehicle take-off and landing management method, device, equipment and medium. BACKGROUND

[0002] With the rapid development and wide application of unmanned aerial vehicle technology, the unmanned aerial vehicle hangar, as an important infrastructure for parking, charging and maintaining unmanned aerial vehicles, plays a key role in unmanned aerial vehicle operations. Existing unmanned aerial vehicle hangars are usually equipped with automated management systems to control the take-off, landing, charging and storage of unmanned aerial vehicles.

[0003] In the prior art, the management process of the unmanned aerial vehicle hangar usually includes the following steps: when the unmanned aerial vehicle returns to the hangar, it needs to be identified and docked first, and then guided by the hangar system to land at a designated position; after landing, the hangar charges or maintains the unmanned aerial vehicle; when the unmanned aerial vehicle needs to take off again, the hangar system coordinates the take-off sequence and releases the unmanned aerial vehicle. However, due to the large number of unmanned aerial vehicles, high frequency of take-off and landing, and limited hangar space and resources, the hangar management system often needs to spend a long time for scheduling and coordination, resulting in long waiting time for unmanned aerial vehicle take-off and landing, and poor overall efficiency. SUMMARY

[0004] Therefore, the purpose of the present application is to provide an unmanned aerial vehicle take-off and landing management method, device, equipment and medium, which can better balance the efficiency and safety of unmanned aerial vehicle take-off and landing in the scenario of one hangar with multiple unmanned aerial vehicles.

[0005] In a first aspect, the present application provides an unmanned aerial vehicle take-off and landing management method applied to an unmanned aerial vehicle hangar, wherein the unmanned aerial vehicle hangar is vertically deployed with multiple parking layers, and a take-off and landing dual zone is defined for the area where the parking layer is located, the take-off and landing dual zone is used for partition management of different take-off and landing states of the unmanned aerial vehicle, and the take-off and landing dual zone includes a take-off and landing preparation zone and a climb and descent zone, the method comprising:

[0006] When a take-off and landing task corresponding to the unmanned aerial vehicle is generated, the take-off and landing task is a landing task or a take-off task;

[0007] determining the priority of the take-off and landing task, and adding the take-off and landing task to the dual zone task queue according to the priority of the take-off and landing task, wherein the dual zone task queue includes the landing task and / or the take-off task to be executed and the execution sequence thereof;

[0008] controlling the target unmanned aerial vehicle to move to the climb and descent zone according to the dual zone task queue, and performing linkage control on the target unmanned aerial vehicle and the parking layer to complete the take-off and landing task corresponding to the target unmanned aerial vehicle.

[0009] In an embodiment, the take-off and landing preparation area and the climbing and descending area are both three-dimensional spaces constructed based on the position information of the parking layer, and the take-off and landing preparation area is nested in the climbing and descending area.

[0010] In an embodiment, when it is detected that the UAV in the take-off and landing preparation area enters the take-off and landing preparation state, a take-off and landing task corresponding to the UAV is generated, including:

[0011] receiving at least one flight task;

[0012] determining a priority corresponding to the flight task and a first UAV that can execute the flight task, so as to move the first UAV from the take-off and landing preparation area to the parking layer according to the priority corresponding to the flight task;

[0013] initializing the first UAV so as to make the first UAV enter the take-off and landing preparation state, and generating a take-off task corresponding to the first UAV.

[0014] In an embodiment, when it is detected that the UAV in the take-off and landing preparation area enters the take-off and landing preparation state, a take-off and landing task corresponding to the UAV is generated, further including:

[0015] when it is detected that the second UAV enters the return mode, determining a return route corresponding to the second UAV and a binding avoidance waypoint of the second UAV, the avoidance waypoint being used to guide the second UAV to avoid a target UAV that is executing a landing task or a take-off task;

[0016] controlling the second UAV to move to the return waypoint in the climbing and descending area according to the return route, the return waypoint being a starting waypoint of the second UAV for executing the landing task;

[0017] determining whether the second UAV executes an avoidance action based on the double-area task queue;

[0018] if yes, determining an avoidance route corresponding to the second UAV, and controlling the second UAV to move from the return waypoint to the binding avoidance waypoint of the second UAV according to the avoidance route, so as to make the second UAV enter the take-off and landing preparation state, and generating a landing task corresponding to the UAV.

[0019] In an embodiment, the plurality of avoidance waypoints are uniformly distributed outside the climbing and descending area, and the height of the avoidance waypoint is lower than the minimum take-off height of the UAV, and the return waypoint is located at a fixed height directly above the dot coordinates of the parking layer; determining the return route corresponding to the second UAV includes:

[0020] taking the end task waypoint of the second UAV as a starting waypoint of the return route, and taking the return waypoint as an ending waypoint of the return route, generating a return route corresponding to the second UAV, and the included angle between the line connecting the starting waypoint and the intermediate waypoint of the return route and the line connecting the ending waypoint and the intermediate waypoint of the return route is a specified angle.

[0021] In an embodiment, the method further includes: determining the avoidance route corresponding to the second UAV, including: taking the return flight point as a starting flight point of the avoidance route, taking the avoidance flight point bound by the second UAV as an ending flight point of the avoidance route, and generating the avoidance route corresponding to the second UAV, wherein an included angle between a line connecting the starting flight point and an intermediate flight point of the avoidance route and a line connecting the ending flight point and the intermediate flight point of the avoidance route is a specified angle.

[0022] In an embodiment, the number of take-off and landing tasks is a plurality; the priority corresponding to the take-off and landing task is determined, and the take-off and landing task is added to the dual-zone task queue according to the priority corresponding to the take-off and landing task, including:

[0023] determining whether the plurality of take-off and landing tasks to be added currently contains a landing task;

[0024] If yes, the priority corresponding to the landing task is determined based on the running state of the UAV corresponding to the landing task, and the landing task is added to the dual-zone task queue according to the priority corresponding to the landing task, until the plurality of take-off and landing tasks to be added currently does not contain a landing task;

[0025] the take-off task in the plurality of take-off and landing tasks to be added currently is added to the dual-zone task queue according to the priority corresponding to the take-off task.

[0026] In an embodiment, the target UAV is controlled to move to the climb and descent zone according to the dual-zone task queue, and the target UAV and the parking layer are controlled in linkage to complete the take-off and landing task corresponding to the target UAV, including:

[0027] In the case that the target UAV is to perform a landing task, the following operations are performed:

[0028] If the climb and descent zone allows the target UAV to enter, a landing route corresponding to the target UAV is determined, and the target UAV is controlled to move from the avoidance flight point bound by the target UAV to a new return flight point according to the landing route;

[0029] The target UAV is controlled to perform the landing task from the new return flight point;

[0030] In the process of performing the landing task, whether the target parking layer corresponding to the target UAV is allowed to be opened is determined according to the up-down layer relationship between the target parking layer and the parking layers corresponding to other take-off and landing tasks;

[0031] If yes, the target parking layer is opened, and the target UAV is controlled to continue to perform the landing task until the target UAV lands on the target parking layer and the target parking layer is recovered.

[0032] In an embodiment, the target UAV is controlled to move to the climbing and descending area according to the double-area task queue, and the target UAV and the parking layer are controlled in linkage to complete the corresponding take-off and landing task of the target UAV, and the method further comprises:

[0033] In the case that the target UAV is to perform a take-off task, the following operations are performed:

[0034] According to the upper and lower layer relationship between the target parking layer corresponding to the target UAV and the parking layers corresponding to other take-off and landing tasks, it is determined whether the target parking layer is allowed to be opened;

[0035] If yes, the target parking layer is opened, and if the climbing and descending area allows the target UAV to enter, the target UAV is controlled to perform a take-off action, and the target parking layer is recovered.

[0036] In an embodiment, according to the upper and lower layer relationship between the target parking layer corresponding to the target UAV and the parking layers corresponding to other take-off and landing tasks, it is determined whether the target parking layer is allowed to be opened, comprising:

[0037] In the case that the target take-off parking layer or the target landing parking layer is located above the target parking layer corresponding to the target UAV, the target parking layer is allowed to be opened;

[0038] The target take-off parking layer is the parking layer corresponding to the take-off task being performed, and the target landing parking layer is the parking layer corresponding to the landing task being performed.

[0039] In a second aspect, the present application further provides a UAV take-off and landing management device applied to a UAV hangar, wherein the UAV hangar vertically deploys a plurality of parking layers, and a take-off and landing double area is defined for the area where the parking layers are located, the take-off and landing double area is used for partition management of different take-off and landing states of the UAV, the take-off and landing double area comprises a take-off and landing preparation area and a climbing and descending area, and the device comprises:

[0040] A task generation module is configured to generate a take-off and landing task corresponding to the UAV when it is detected that the UAV in the take-off and landing preparation area enters a take-off and landing preparation state, the take-off and landing task being a landing task or a take-off task;

[0041] A queue adding module is configured to determine a priority corresponding to the take-off and landing task, and add the take-off and landing task to the double-area task queue according to the priority corresponding to the take-off and landing task, the double-area task queue comprising a landing task and / or a take-off task to be executed and an execution sequence corresponding thereto;

[0042] A task execution module is configured to control the target UAV to move to the climbing and descending area according to the double-area task queue, and control the target UAV and the parking layer in linkage to complete the corresponding take-off and landing task of the target UAV.

[0043] In a third aspect, the present application also provides an electronic device, comprising a processor and a memory, the memory storing computer executable instructions capable of being executed by the processor, and the processor executes the computer executable instructions to implement the method of any one of the first aspect.

[0044] In a fourth aspect, the present application also provides a computer readable storage medium, the computer readable storage medium storing computer executable instructions, and the computer executable instructions, when invoked and executed by a processor, cause the processor to implement the method of any one of the first aspect.

[0045] The unmanned aerial vehicle take-off and landing management method, device, equipment and medium provided by the present application are applied to an unmanned aerial vehicle hangar, the unmanned aerial vehicle hangar vertically deploys a plurality of parking layers, and a take-off and landing double area is defined for the area where the parking layers are located, the take-off and landing double area is used for partition management of different take-off and landing states of unmanned aerial vehicles, the take-off and landing double area includes a take-off and landing preparation area and a climbing and descending area, when an unmanned aerial vehicle in the take-off and landing preparation area is monitored to enter a take-off and landing preparation state, a take-off and landing task corresponding to the unmanned aerial vehicle is generated, the take-off and landing task is a landing task or a take-off task, then a priority corresponding to the take-off and landing task is determined, the take-off and landing task is added to a double-area task queue according to the priority, the double-area task queue includes a landing task and / or a take-off task to be executed and an execution order corresponding thereto, finally, a target unmanned aerial vehicle is controlled to move to the climbing and descending area according to the double-area task queue, and the target unmanned aerial vehicle and the parking layer are controlled in linkage to complete the take-off and landing task corresponding to the target unmanned aerial vehicle. The above method defines a take-off and landing double area for the area where the parking layers are located, and provides a new unmanned aerial vehicle take-off and landing management method based on the take-off and landing double area, generates a corresponding landing task or take-off task when an unmanned aerial vehicle in the take-off and landing preparation area enters a take-off and landing preparation state, adds the landing task or take-off task to the double-area task queue, and then controls a target unmanned aerial vehicle to go to the climbing and descending area according to the double-area task queue, controls the target unmanned aerial vehicle and the parking layer in linkage, and makes the target unmanned aerial vehicle complete the landing task or take-off task, thereby avoiding the safety risk caused by multiple unmanned aerial vehicles taking off or landing at the same time, and significantly improving the overall management efficiency. It can be seen that the present application can better balance the efficiency and safety of unmanned aerial vehicle take-off and landing in the scenario of one hangar and multiple unmanned aerial vehicles.

[0046] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent to those skilled in the art from the description, or can be learned by practice of the present application. The objects and other advantages of the present application will be realized and achieved by the structures particularly pointed out in the description, claims and drawings.

[0047] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the following preferred embodiments are specifically described with reference to the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings needed to be used in the specific embodiments or prior art description. Obviously, the drawings described below are some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0049] Figure 1 A flowchart of a UAV take-off and landing management method provided for an embodiment of the present application is shown in the figure.

[0050] Figure 2 A schematic diagram of a take-off and landing dual zone provided for an embodiment of the present application is shown in the figure.

[0051] Figure 3 A schematic diagram of a return flight route provided for an embodiment of the present application is shown in the figure.

[0052] Figure 4 A schematic diagram of a single UAV return flight route provided for an embodiment of the present application is shown in the figure.

[0053] Figure 5 A schematic diagram of a multi-UAV return flight route provided for an embodiment of the present application is shown in the figure.

[0054] Figure 6 A schematic diagram of a dual-zone task queue provided for an embodiment of the present application is shown in the figure.

[0055] Figure 7 A structural schematic diagram of a UAV take-off and landing management device provided for an embodiment of the present application is shown in the figure.

[0056] Figure 8 A structural schematic diagram of an electronic device provided for an embodiment of the present application is shown in the figure. DETAILED DESCRIPTION

[0057] In order to make the purpose, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the present application will be described clearly and completely below in combination with embodiments. Obviously, the described embodiments are some embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the present application.

[0058] At present, the existing UAV take-off and landing management has the problem of poor overall efficiency. Based on this, the embodiments of the present application provide a UAV take-off and landing management method, device, equipment and medium, which can better balance the efficiency and safety of UAV take-off and landing in the scene of one warehouse and multiple machines.

[0059] For the purpose of facilitating the understanding of the present embodiment, firstly, a kind of unmanned aerial vehicle take-off and landing management method disclosed in the present embodiment is introduced in detail, the method is applied to unmanned aerial vehicle hangar, and multiple parking layers are vertically deployed in unmanned aerial vehicle hangar, and take-off and landing double area is defined for the area where parking layer is located, take-off and landing double area is used to partition management for different take-off and landing states of unmanned aerial vehicle, and take-off and landing double area includes take-off and landing preparation area and climbing and descending area, and take-off and landing preparation area and climbing and descending area are all three-dimensional space based on the position information of parking layer, the position information can be dotting coordinates, and take-off and landing preparation area is nested in climbing and descending area, see Figure 1 The flowchart of the method mainly includes the following steps S102 to S106:

[0060] Step S102, when the unmanned aerial vehicle in take-off and landing preparation area enters take-off and landing preparation state, the take-off and landing task corresponding to the unmanned aerial vehicle is generated.

[0061] Wherein, take-off and landing preparation area can be understood as the area where unmanned aerial vehicle is located during waiting for take-off or landing, in an embodiment, take-off and landing preparation area is three-dimensional space constructed based on the center point of parking layer, first vertical dimension and first horizontal dimension, first vertical dimension is determined based on take-off preparation time and descending speed of unmanned aerial vehicle, and first horizontal dimension is determined based on take-off preparation time and return speed of unmanned aerial vehicle;Take-off and landing preparation state can be understood as that the unmanned aerial vehicle to be landed has been located at the bound avoidance waypoint, or the unmanned aerial vehicle to be taken off has completed initialization, such as power-on, self-checking and the like;The number of take-off and landing tasks is multiple, and take-off and landing task is landing task or take-off task, landing task is the task generated for return unmanned aerial vehicle, for managing landing action of the unmanned aerial vehicle, take-off task is the task generated for unmanned aerial vehicle to be executed flight task, for managing take-off action of the unmanned aerial vehicle, and flight task is the task for unmanned aerial vehicle to go to destination to execute preset action (such as inspection and the like). Optionally, first vertical dimension is also the height of take-off and landing preparation area, and first horizontal dimension is also the radius of take-off and landing preparation area.

[0062] Step S104, determine the priority corresponding to the take-off and landing task, and add the take-off and landing task to double-area task queue according to the priority corresponding to the take-off and landing task.

[0063] The double-area task queue includes to-be-executed landing tasks and / or taking-off tasks and their corresponding execution sequences. In an example, a task scheduling algorithm can be used to plan all current taking-off tasks and landing tasks based on the time of arrival at the landing preparation area, the priority of the flight task, the remaining power of the first UAV for executing the flight task, the remaining task execution time and the remaining power of the second UAV for returning, to determine the respective priorities of all taking-off tasks and landing tasks, and to determine at least one taking-off task and / or landing task added to the double-area task queue according to the priorities.

[0064] Specifically, it is determined whether the current to-be-added multiple taking-off and landing tasks include landing tasks. If yes, the priorities of the landing tasks are determined based on the running states of the UAVs corresponding to the landing tasks, and the landing tasks are added to the double-area task queue according to the priorities of the landing tasks, until the current to-be-added multiple taking-off and landing tasks do not include landing tasks. The taking-off tasks in the current to-be-added multiple taking-off and landing tasks are continuously added to the double-area task queue according to the priorities of the taking-off tasks. In the embodiment of the application, the priority of the landing task is higher than the priority of the taking-off task, so the landing task is preferentially added to the double-area task queue, and then the taking-off task is added to the double-area task queue. Further, in the process of adding the landing task to the double-area task queue, the priority of each landing task can be determined according to the running state (such as the SOC power) and / or the remaining task time of the UAV corresponding to the landing task. In the process of adding the taking-off task to the double-area task queue, the priority of each taking-off task can be determined according to the priority of the flight task contained in the taking-off task. For example, a taking-off task 1 is generated for a UAV for executing a flight task 1, and a taking-off task 2 is generated for a UAV for executing a flight task 2. If the priority of the flight task 1 is higher than the priority of the flight task 2, the priority of the taking-off task 1 is higher than the priority of the taking-off task 2.

[0065] In step S106, the target UAV is controlled to move to the climb-down area according to the double-area task queue, and the target UAV and the parking layer are linked and controlled to complete the taking-off and landing task corresponding to the target UAV.

[0066] The climb-down area can be understood as an area where the UAV executes taking-off or landing. In an implementation, the climb-down area is a three-dimensional space constructed with the center point of the parking layer, a second vertical dimension and a second horizontal dimension. The second vertical dimension is determined based on the taking-off preparation time of the UAV and the descending speed. The second horizontal dimension satisfies the following constraints: being smaller than the first horizontal dimension, and in the case that multiple UAVs are hovering in parallel at the edges of the climb-down area according to the specified orientation, the distance between the multiple UAVs satisfies a preset distance threshold. Optionally, the second vertical dimension is the height of the climb-down area, and the second horizontal dimension is the radius of the climb-down area.

[0067] In one example, according to the execution sequence described in the double-zone task queue, each landing task and take-off task is executed in turn, if the current landing task is executed, it is first judged whether the climb-down zone allows the unmanned aerial vehicle to be landed to enter, if it is allowed, the landing can be started, and the corresponding parking layer is controlled during the execution of the landing task, until the unmanned aerial vehicle successfully lands on the parking layer, and the subsequent recovery operation can be further performed on the parking layer; if the current take-off task is executed, the corresponding parking layer is controlled, and the unmanned aerial vehicle is controlled to start taking off under the condition that the climb-down zone allows the unmanned aerial vehicle to be taken off to enter, and the subsequent recovery operation can be further performed on the parking layer.

[0068] The unmanned aerial vehicle landing management method provided by the embodiment of the application defines a landing double zone for the area where the parking layer is located, and provides a new unmanned aerial vehicle landing management method based on the landing double zone. When the unmanned aerial vehicle in the landing preparation area enters the landing preparation state, a corresponding landing task or take-off task is generated and added to the double-zone task queue, and then the target unmanned aerial vehicle is controlled to go to the climb-down zone according to the double-zone task queue, and the parking layer is controlled in linkage, so that the target unmanned aerial vehicle completes the landing task or take-off task, avoids the safety risk caused by the simultaneous take-off or landing of multiple unmanned aerial vehicles, and significantly improves the overall management efficiency. It can be seen that the application can better balance the efficiency and safety of unmanned aerial vehicle take-off and landing in the scene of one warehouse and multiple machines.

[0069] For ease of understanding, the embodiment of the application first explains and describes the landing double zone.

[0070] Firstly, the unmanned aerial vehicle and the unmanned aerial vehicle hangar should satisfy the following constraint conditions: due to the design of the hangar structure, take-off and landing must be carried out separately, and only one unmanned aerial vehicle can be in take-off or landing at a time; landing is prior to take-off, because the unmanned aerial vehicle may be damaged due to low voltage during landing; the hangar must be completely opened during take-off and landing, otherwise it may collide with the hangar; when the lower parking layer is being opened or folded, the upper parking layer can be used for take-off or landing.

[0071] Based on the above constraints, the embodiment of the application defines a landing double zone for the parking layer in the unmanned aerial vehicle hangar. Referring to Figure 2 , a schematic diagram of a landing double zone is shown, Figure 2 the left side of the drawing is a front view of the landing double zone, which illustrates that the landing double zone includes a landing preparation area and a climb-down area, and also illustrates that multiple parking layers are vertically arranged in the unmanned aerial vehicle hangar, specifically, a first parking layer, a second parking layer, a third parking layer and a fourth parking layer; Figure 2The right side of the figure is a top view of the climbing and descending area in the take-off and landing double area, and shows a plurality of avoidance waypoints arranged outside the climbing and descending area. In the present application, the structure of the parking layer is not limited, and the parking layer can be a plane or a three-dimensional structure.

[0072] Specifically, the take-off preparation area is explained as follows:

[0073] The purpose of the take-off preparation area is to reserve a time area, which can allow the take-off and landing to be staggered in the same area, and prevent multiple unmanned aerial vehicles from landing at the same time, causing collision.

[0074] The take-off preparation area is defined as follows: taking the center point of the parking layer as the center, a cylindrical area is constructed; the height of the cylinder is calculated according to the take-off preparation time and the descending speed, and the take-off preparation time is equal to the sum of the opening time of the parking layer, the completion of the take-off self-checking time, and the time of recovering the unmanned aerial vehicle immediately after take-off. The calculation formula of the cylinder height is as follows: height = take-off preparation time descending speed; the radius of the cylinder is calculated according to the take-off preparation time and the return speed: the calculation formula of the cylinder radius is as follows: radius = take-off preparation time return speed.

[0075] The function of the take-off preparation area is that if an unmanned aerial vehicle returns and enters the area, it means that the take-off time of the unmanned aerial vehicle is insufficient, and according to the principle that landing is prior to take-off, the take-off task of the unmanned aerial vehicle is temporarily suspended, but the unmanned aerial vehicle can be powered on or the hangar can be opened in advance according to the upper and lower relationship between take-off and landing, and after the take-off preparation of the unmanned aerial vehicle is completed, it will enter the double-area task queue.

[0076] Specifically, the climbing and descending area is explained as follows:

[0077] The purpose of the climbing and descending area is to allow only one unmanned aerial vehicle in the area to prevent the unmanned aerial vehicles taking off and landing from colliding.

[0078] The climbing and descending area is defined as follows: taking the center point of the parking layer as the center, a cylindrical area is constructed; the height of the cylinder is consistent with the height of the cylinder in the take-off preparation area, that is, only one unmanned aerial vehicle can appear in the climbing and descending area below the height, so the take-off unmanned aerial vehicle and the landing unmanned aerial vehicle will not collide above the hangar; the radius of the cylinder is: 4 unmanned aerial vehicles are distributed in 4 mutually perpendicular directions, which can parallel hover without collision.

[0079] The climb and descent zone function is that the UAV has entered the take-off state, but the take-off mode is not completed, and the UAV returning home selects to stay outside the climb and descent zone to wait or directly lands according to the take-off height. Optionally, an avoidance waypoint is added outside the climb and descent zone to prevent the UAV from rushing into the zone when slowing down. It should be understood that during the stage of the UAV changing from high-speed flight to low-speed flight and then changing from low-speed flight to hovering flight, the UAV will move a certain distance before hovering due to flight inertia.

[0080] Specifically, the avoidance waypoint is explained as follows:

[0081] The purpose of the avoidance waypoint is to prevent UAVs from colliding during the return process of multiple UAVs by waiting in line at the avoidance waypoint.

[0082] The avoidance waypoint is defined as four uniform coordinate waypoints outside the climb and descent zone, the coordinate position of which is automatically generated according to the dotting coordinates of the parking layer (the longitude and latitude coordinates of the center point of the parking layer) and the heading, and the coordinate height is the difference between the minimum take-off height and a preset value (such as 30 cm).

[0083] The function of the avoidance waypoint is that the UAV is assigned a mutually staggered avoidance waypoint, and the UAV and the avoidance waypoint are in a one-to-one binding relationship.

[0084] On the basis of the aforementioned take-off and landing double zone and avoidance waypoint, the embodiment of the present application provides a specific implementation of a UAV take-off and landing management method.

[0085] For the foregoing step S102, the embodiment of the present application provides a specific process of generating a take-off task and a landing task for the two cases of take-off and landing.

[0086] Case one, the process of generating a take-off task is as follows:

[0087] (1.1) Receive at least one flight task.

[0088] (1.2) Determine the priority corresponding to the flight task and the first UAV that can execute the flight task, so as to move the first UAV from the take-off and landing preparation zone to the parking layer according to the priority corresponding to the flight task. The first UAV is also the UAV that needs to execute the flight task.

[0089] Task allocation method: as long as there is a UAV in the hangar that meets the conditions, the hangar can receive the flight task, and the flight tasks received within every 3 minutes are combined and sorted. After the hangar receives N (0 < N < 5) flight tasks, the UAVs that can take off are selected, and then a task allocation algorithm based on maximum flow matching is used for task allocation.

[0090] The unmanned aerial vehicle capable of taking off can be screened by constructing a constraint condition. The constraint condition includes that each parking layer and the unmanned aerial vehicle parked on the parking layer are normal; the minimum allowable take-off power of the unmanned aerial vehicle is 80%; the unmanned aerial vehicle with the highest power is selected according to the power sequence; the pod matching the task is determined, the target parking layer where the pod is located is determined, and the unmanned aerial vehicle corresponding to the target parking layer is selected.

[0091] For example, if task 1 determines that the executable unmanned aerial vehicle is unmanned aerial vehicle A, and then the task assignment algorithm based on the maximum flow matching obtains that task 1 is assigned to unmanned aerial vehicle A, the executable unmanned aerial vehicle is finally determined to be unmanned aerial vehicle A. If task 2 determines that the executable unmanned aerial vehicle is unmanned aerial vehicle B and unmanned aerial vehicle C, and then the task assignment algorithm based on the maximum flow matching obtains that task 2 is assigned to unmanned aerial vehicle C, the executable unmanned aerial vehicle is finally determined to be unmanned aerial vehicle C.

[0092] The constraint condition can include a task priority, that is, taking off by the priority corresponding to the flight task. Specifically, the number of received tasks N is obtained; it is judged that 0

[0093] For selecting the unmanned aerial vehicle which needs to be landed preferentially: the unmanned aerial vehicles in the take-off and landing preparation area are sorted according to the SOC electric quantity and the remaining execution time, and the unmanned aerial vehicle with low SOC electric quantity and high remaining execution time is preferentially landed. For example, the SOC electric quantity is very low and the remaining execution time is very long, the unmanned aerial vehicle does not need to return to the hangar, and the landing strategy is that the unmanned aerial vehicle returns to another hangar or forces landing outside the hangar. The SOC electric quantity is very low and the remaining execution time is very short, the unmanned aerial vehicle returns to the hangar, and the landing strategy is to preferentially land without waiting for other unmanned aerial vehicles to land. The SOC electric quantity is low, and the remaining execution time is very long, the unmanned aerial vehicle needs to return to the hangar, and the landing strategy is to preferentially land without waiting for other unmanned aerial vehicles to land. The SOC electric quantity is low, and the remaining execution time is very short, the unmanned aerial vehicle can return to the hangar, and the landing strategy can wait for other unmanned aerial vehicles to land, and the like. In this application, the SOC electric quantity is very low, which means that the SOC electric quantity is less than a first preset electric quantity threshold, the SOC electric quantity is low, which means that the SOC electric quantity is greater than the first preset electric quantity threshold and less than a second preset electric quantity threshold, the first preset electric quantity threshold is less than the second preset electric quantity threshold, and the like. Similarly, the remaining execution time is very long, long, and the like can be obtained, which will not be explained here.

[0094] (1.3) The first unmanned aerial vehicle is initialized to enter the take-off and landing preparation state, and a take-off task corresponding to the first unmanned aerial vehicle is generated. In an example, the unmanned aerial vehicle can be powered on and self-checked, and after the power-on is completed and the self-checking is passed, the unmanned aerial vehicle enters the take-off and landing preparation stage, and a corresponding take-off task is generated.

[0095] Case two, the process of generating a landing task is as follows:

[0096] (2.1) When the second unmanned aerial vehicle enters the return mode is listened to, the return route corresponding to the second unmanned aerial vehicle and the bound avoidance waypoint are determined.

[0097] The second unmanned aerial vehicle is the unmanned aerial vehicle returning. The avoidance waypoint is used to guide the second unmanned aerial vehicle to avoid the target unmanned aerial vehicle which is executing a landing task or a take-off task. The plurality of avoidance waypoints are uniformly distributed on the outside of the climb and descent area, and the height of the avoidance waypoint is lower than the minimum take-off height of the unmanned aerial vehicle. For details, refer to the foregoing embodiment for explanation and description of the avoidance waypoint, and the embodiment of the application will not be repeated. In an example, the avoidance waypoint bound by the unmanned aerial vehicle can be randomly selected from the current idle (or not bound by the unmanned aerial vehicle) avoidance waypoint.

[0098] In an example, the process of determining the return flight path corresponding to the second UAV is as follows: taking the end task waypoint of the second UAV as the starting waypoint of the return flight path (denoted as waypoint A), taking the return waypoint as the ending waypoint of the return flight path (denoted as waypoint C), and generating the return flight path corresponding to the second UAV. The angle between the line connecting the starting waypoint and the intermediate waypoint (denoted as waypoint B) of the return flight path and the line connecting the ending waypoint and the intermediate waypoint of the return flight path is a specified angle, which can be a right angle.

[0099] In actual application, after the UAV completes the last task waypoint, a return flight path is automatically generated. Referring to Figure 3 the schematic diagram of a return flight path, the UAV automatically generates a right-angle return flight path according to the last task waypoint and the hangar dot coordinate, the angle between the flight segment AB and the flight segment BC is 90 degrees, and the flight path AB is generated according to the return height.

[0100] (2.2) Controlling the second UAV to move to the return waypoint in the climb and descent area according to the return flight path. The return waypoint is the starting waypoint of the landing task performed by the second UAV.

[0101] (2.3) Judging whether the second UAV needs to perform an avoidance action based on the double-area task queue. In an example, if the double-area task queue is not empty, it is determined that the UAV needs to perform an avoidance operation.

[0102] (2.4) If yes, determining the avoidance flight path corresponding to the second UAV, and controlling the second UAV to move from the return waypoint to the avoidance waypoint bound thereto according to the avoidance flight path, so that the second UAV enters a take-off and landing preparation state, and a landing task corresponding to the UAV is generated.

[0103] In an example, the process of determining the avoidance flight path corresponding to the second UAV is as follows: taking the return waypoint as the starting waypoint of the avoidance flight path, taking the avoidance waypoint bound to the second UAV as the ending waypoint of the avoidance flight path, generating the avoidance flight path corresponding to the second UAV, and the angle between the line connecting the starting waypoint and the intermediate waypoint of the avoidance flight path and the line connecting the ending waypoint and the intermediate waypoint of the avoidance flight path is a specified angle, which can be a right angle. In actual application, before the UAV performs landing, after receiving the waiting instruction to the avoidance waypoint, the UAV automatically generates a right-angle avoidance flight path according to the return waypoint and the avoidance waypoint bound thereto, and when the UAV performs the landing task according to the double-area task queue later, the UAV automatically generates a flight path to the landing center according to the avoidance waypoint.

[0104] For ease of understanding, the return flight path, the avoidance flight path, and the landing flight path are explained and described in two cases of single-UAV return and landing and multi-UAV return and landing, respectively.

[0105] Case 1, referring toFigure 4 The diagram shows a flight path for a single UAV to return and land. During the return process, the final mission waypoint of the returning UAV is recorded as the waypoint. Record the return waypoint as a waypoint. Based on waypoints Altitude and waypoints Horizontal position generates waypoints Connecting waypoints Waypoints and waypoints A right-angle return flight path can then be obtained, allowing the returning drone to move to the return waypoint. If it encounters a drone taking off or landing (i.e., the dual-zone mission queue is not empty), the returning drone will enter a designated avoidance waypoint to wait. From the return waypoint, the returning drone will move horizontally to the edge of the climb and descent zone, and this point will be recorded as the waypoint. Record the waypoints it is bound to as waypoints. Based on waypoints Altitude and waypoints Horizontal position generates waypoints Connecting waypoints Waypoints and waypoints A right-angle avoidance path can be obtained, allowing the returning drone to move to its designated avoidance waypoint. After the drone in the climb / descent zone reaches its minimum takeoff altitude or completes landing, the returning drone can enter the climb / descent zone to execute its landing path. The returning drone moves horizontally from the avoidance waypoint to the edge of the climb / descent zone, and this point is recorded as the waypoint. The returning drones continued from the waypoints. Move horizontally to the center of the climb and descent zone, and mark that point as a waypoint. This causes the returning drone to depart from the waypoint. Initiate the landing maneuver.

[0106] Scenario 2, see Figure 5 The diagram illustrates a flight path for multiple drones returning to their home position. Assuming drones 1 and 2 begin their return journey, right-angled return paths are generated for drones 1 and 2 according to the aforementioned embodiment. If drone 2 has already entered the climb / descent zone, the hangar instructs drone 1 to move to its designated waypoint. In this case, drone 2 moves to the waypoint along its right-angled return path and begins its landing maneuver upon reaching the waypoint. Drone 1 then moves horizontally to the edge of the climb / descent zone, and this point is designated as the waypoint. Record the waypoints it is bound to as waypoints. Based on waypoints Altitude and waypoints Horizontal position generates waypoints , connecting waypoint , waypoint , and waypoint , a right-angle avoidance route ( Figure 5 Only the flight segment is shown to make the UAV 1 move to its bound avoidance waypoint; after the UAV 2 completes the landing action, the hangar instructs the UAV 1 to land to the hangar, the UAV 1 moves horizontally from the avoidance waypoint to the edge of the climb and descent area, and the point is recorded as waypoint , the UAV 1 continues to move horizontally from the waypoint to the center point of the climb and descent area, and the point is recorded as waypoint , and the UAV 1 starts to perform the landing action from the waypoint . In the embodiment of the application, the UAVs have the anti-collision function on the return flight route generated after the UAVs perform the last task waypoint, the UAVs that have the priority to enter the climb and descent area have the priority to land, and the other return UAVs can only wait at the avoidance waypoint, so there is no collision danger. When multiple UAVs wait for landing at the avoidance waypoint, the landing can be sorted according to the power.

[0107] For the foregoing step S104, the embodiment of the application first explains the double-zone task queue. The purpose of the double-zone task queue is that the takeoff and landing are both part of the task queue, and the takeoff and landing are managed uniformly. The double-zone task queue is defined as a linear data structure that follows the "first in first out" (FIFO) principle, such as the schematic diagram of a double-zone task queue shown in FIG. 1, which sequentially includes a takeoff task 1, a landing task 1, a landing task 2, a landing task 3, and a takeoff task 2. The function is that when the hangar is performing the takeoff task, the landing UAV waits at the avoidance waypoint, and after the takeoff mode is completed, the landing task can be performed. When the hangar is performing the landing task, the takeoff task is received and waits in the queue, and after the landing is completed, the takeoff task is performed. Figure 6

[0108] Further, the conditions for the takeoff task and the landing task to enter the double-zone task queue are as follows: takeoff task: after a task is performed, if a return UAV enters the takeoff waiting area, the takeoff task is temporarily not entered into the queue; landing task: after a task is performed, the return UAVs in all takeoff and landing preparation areas are sorted by power, and the UAVs with low power have the priority to enter the queue. For the foregoing step S106, the embodiment of the application provides a specific implementation manner for performing the takeoff task and the landing task according to the double-zone task queue.

[0109] Case one, in the case where the target UAV is to perform a landing task, the following operations are performed:

[0110] ​If the target UAV is allowed to enter the climb-down area, a landing route corresponding to the target UAV is determined, and the target UAV is controlled to move from the bound avoidance waypoint to a new return waypoint according to the landing route;

[0111] From the new return waypoint, the target UAV is controlled to perform a landing task;

[0112] During the landing task, whether the target landing layer corresponding to the target UAV is allowed to be opened is determined according to the up-down layer relationship between the target landing layer and the landing layers corresponding to other take-off and landing tasks;

[0113] If yes, the target landing layer is opened, and the target UAV is controlled to continue to perform the landing task until the target UAV lands on the target landing layer, and the target landing layer is recovered.

[0114] In an embodiment, the process of determining whether the target UAV is allowed to land in the climb-down area is as follows: if there is a UAV in the climb-down area that is performing a landing, the target UAV is not allowed to land in the climb-down area; or, if there is no UAV in the climb-down area that is performing a landing, and there is a UAV in the climb-down area that is performing a take-off, the target UAV is not allowed to land in the climb-down area when the take-off height of the UAV that is performing the take-off is greater than the sum of the avoidance waypoint height of the UAV in the current layer (the landing layer corresponding to the UAV that is performing the take-off) and a specified value (such as 1 m), and the current flight height of the UAV that is performing the take-off is less than or equal to the sum of the avoidance waypoint height of the UAV in the current layer and the specified value (such as 1 m); or, if there is no UAV in the climb-down area that is performing a landing, and there is a UAV in the climb-down area that is performing a take-off, the target UAV is not allowed to land in the climb-down area when the take-off height of the UAV that is performing the take-off is less than or equal to the sum of the avoidance waypoint height of the UAV in the current layer and a specified value (such as 1 m), and the UAV is not flying away from the climb-down area in the horizontal direction; otherwise, the target UAV is allowed to land in the climb-down area.

[0115] In an embodiment, in the case of the target parking layer, i.e. the landing parking layer, the process of determining whether to open the landing parking layer is as follows: in the target takeoff parking layer or the target landing parking layer, if the target unmanned aerial vehicle corresponds to the target parking layer in the upper layer, the target parking layer is allowed to be opened; wherein the target takeoff parking layer is the parking layer corresponding to the takeoff task being executed, and the target landing parking layer is the parking layer corresponding to the landing task being executed. Specifically, in the case of a higher-priority unmanned aerial vehicle to be landed, if the landing parking layer is in the current upper layer (i.e. the landing parking layer corresponding to the higher-priority unmanned aerial vehicle to be landed is in the upper layer of the currently used landing parking layer, the landing parking layer corresponding to the higher-priority unmanned aerial vehicle to be landed is the target landing parking layer, and the currently used landing parking layer is the target parking layer), the hangar is allowed to be opened, otherwise the hangar is not allowed to be opened; in the case of no higher-priority unmanned aerial vehicle to be landed, if there is an unmanned aerial vehicle to be taken off and the hangar has executed opening, the following determination is further executed: if the takeoff parking layer is in the current upper layer (i.e. the takeoff parking layer corresponding to the unmanned aerial vehicle to be taken off is in the upper layer of the currently used landing parking layer, the takeoff parking layer corresponding to the unmanned aerial vehicle to be taken off is the target takeoff parking layer, and the currently used landing parking layer is the target parking layer), and there is an unmanned aerial vehicle in the climb and descent area, the hangar is allowed to be opened, otherwise the hangar is not allowed to be opened; in the case of no unmanned aerial vehicle entering the takeoff preparation area, if there is no unmanned aerial vehicle to be taken off or the hangar has not executed opening, the hangar is allowed to be opened.

[0116] Case two, in the case of the target unmanned aerial vehicle to be executed takeoff task, the following operations are executed:

[0117] According to the upper and lower layer relationship between the target parking layer corresponding to the target unmanned aerial vehicle and the parking layers corresponding to other takeoff and landing tasks, it is determined whether to open the target parking layer;

[0118] If yes, the target parking layer is opened, if the climb and descent area allows the target unmanned aerial vehicle to enter, the target unmanned aerial vehicle is controlled to execute takeoff action, and the target parking layer is recovered.

[0119] In an embodiment, the process of determining whether to open the target parking layer, which is the take-off parking layer in this case, is as follows: if the target take-off parking layer or the target landing parking layer is above the target parking layer corresponding to the target UAV, the target parking layer is allowed to be opened; the target take-off parking layer is the parking layer corresponding to the take-off task being performed, and the target landing parking layer is the parking layer corresponding to the landing task being performed. Specifically, in the case where a UAV enters the take-off and landing preparation area, if the landing parking layer is currently in the upper layer (i.e., the landing parking layer corresponding to the landing UAV is in the upper layer of the currently used take-off parking layer, the landing parking layer corresponding to the landing UAV is the target landing parking layer, and the currently used take-off parking layer is the target parking layer), and no other UAV needs to land within 20s (take-off preparation time), the hangar is allowed to be opened, otherwise the hangar is not allowed to be opened; in the case where no UAV enters the take-off and landing preparation area, if a UAV is waiting to take off and the hangar has been opened, the following determination is further performed: if the take-off parking layer is currently in the upper layer (i.e., the take-off parking layer corresponding to the take-off UAV is in the upper layer of the currently used take-off parking layer, the take-off parking layer corresponding to the take-off UAV is the target take-off parking layer, and the currently used take-off parking layer is the target parking layer), and a UAV is in the climb and descent area, the hangar is allowed to be opened, otherwise the hangar is not allowed to be opened; in the case where no UAV enters the take-off and landing preparation area, if no UAV is waiting to take off or the hangar has not been opened, the hangar is allowed to be opened.

[0120] In an embodiment, the process of determining whether the climb and descent area allows the target UAV to take off is as follows: if the climb and descent area has a UAV performing landing, the target UAV is not allowed to take off in the climb and descent area; or, if the climb and descent area has no UAV performing landing and has a UAV performing take-off, when the take-off height of the UAV being taken off is less than or equal to the sum of the take-off height of the UAV in the current layer and a specified value (such as 1m), and the UAV does not fly away from the climb and descent area in the horizontal direction, the target UAV is not allowed to take off in the climb and descent area; otherwise, the target UAV is allowed to take off in the climb and descent area.

[0121] For the aforementioned case one and case two, the process of determining whether to recover the hangar is as follows: if the current parking layer is the take-off parking layer, the hangar cannot be recovered in the case where a UAV needs to land on the current parking layer or the UAV being taken off does not leave the climb and descent area, otherwise the hangar is allowed to be recovered. If the current parking layer is the landing parking layer, the hangar cannot be recovered in the case where a UAV needs to land on the current parking layer or the UAV in the landing parking layer is not locked, otherwise the hangar is allowed to be recovered.

[0122] On the basis of the foregoing embodiments, the embodiments of the present application provide a UAV take-off and landing management device, which is applied to a UAV hangar, the UAV hangar is vertically provided with a plurality of parking layers, and a take-off and landing double area is defined for an area where the parking layer is located, the take-off and landing double area is used for partition management of different take-off and landing states of the UAV, and the take-off and landing double area includes a take-off and landing preparation area and a climbing and descending area, as shown in a structure schematic diagram of a UAV take-off and landing management device. Figure 7 The device mainly includes the following parts:

[0123] The task generation module 702 is configured to generate a take-off and landing task corresponding to the UAV when it is detected that the UAV in the take-off and landing preparation area enters the take-off and landing preparation state, the take-off and landing task being a landing task or a take-off task.

[0124] The queue adding module 704 is configured to determine a priority corresponding to the take-off and landing task, and add the take-off and landing task to the double-area task queue according to the priority corresponding to the take-off and landing task, the double-area task queue including the landing task and / or the take-off task to be executed and an execution sequence corresponding thereto.

[0125] The task execution module 706 is configured to control the target UAV to move to the climbing and descending area according to the double-area task queue, and perform linkage control on the target UAV and the parking layer, so as to complete the take-off and landing task corresponding to the target UAV.

[0126] In an embodiment, the take-off and landing preparation area and the climbing and descending area are both three-dimensional spaces constructed based on coordinate information of the parking layer, and the take-off and landing preparation area is nested in the climbing and descending area.

[0127] In an embodiment, the task generation module 702 is specifically configured to:

[0128] receive at least one flight task;

[0129] determine a priority corresponding to the flight task and a first UAV that can execute the flight task, and move the first UAV from the take-off and landing preparation area to the parking layer according to the priority corresponding to the flight task;

[0130] initialize the first UAV to make the first UAV enter the take-off and landing preparation state, and generate a take-off task corresponding to the first UAV.

[0131] In an embodiment, the task generation module 702 is specifically configured to:

[0132] when it is detected that the second UAV enters the homeward flight mode, determine a homeward flight route corresponding to the second UAV and a bound avoidance waypoint of the second UAV, the avoidance waypoint being used for guiding the second UAV to avoid a target UAV that is executing a landing task or a take-off task;

[0133] The second unmanned aerial vehicle is controlled to move to a return waypoint in the climb and descent area according to the return route, and the return waypoint is a starting waypoint of the second unmanned aerial vehicle for performing a landing task;

[0134] The second unmanned aerial vehicle is controlled to move to a return waypoint in the climb and descent area according to the return route, and the return waypoint is a starting waypoint of the second unmanned aerial vehicle for performing a landing task;

[0135] If yes, a corresponding avoidance route of the second unmanned aerial vehicle is determined, the second unmanned aerial vehicle is controlled to move from the return waypoint to a corresponding avoidance waypoint of the second unmanned aerial vehicle according to the avoidance route, so that the second unmanned aerial vehicle enters a take-off and landing preparation state, and a corresponding landing task of the unmanned aerial vehicle is generated.

[0136] In an embodiment, the plurality of avoidance waypoints are uniformly distributed outside the climb and descent area, and the height of the avoidance waypoints is lower than the minimum take-off height of the unmanned aerial vehicle, and the return waypoint is located at a fixed height directly above the dot coordinate of the parking layer;

[0137] The task generation module 702 is specifically configured to: take the end task waypoint of the second unmanned aerial vehicle as a starting waypoint of the return route, take the return waypoint as an ending waypoint of the return route, generate a corresponding return route of the second unmanned aerial vehicle, and the included angle between the line between the starting waypoint and the intermediate waypoint of the return route and the line between the ending waypoint and the intermediate waypoint of the return route is a specified angle.

[0138] The task generation module 702 is specifically configured to: take the return waypoint as a starting waypoint of the avoidance route, take the avoidance waypoint of the second unmanned aerial vehicle as an ending waypoint of the avoidance route, generate a corresponding avoidance route of the second unmanned aerial vehicle, and the included angle between the line between the starting waypoint and the intermediate waypoint of the avoidance route and the line between the ending waypoint and the intermediate waypoint of the avoidance route is a specified angle.

[0139] In an embodiment, the number of take-off and landing tasks is a plurality; the queue adding module 704 is specifically configured to:

[0140] Determine whether the plurality of take-off and landing tasks to be currently added include a landing task;

[0141] If yes, determine a priority corresponding to the landing task based on the running state of the unmanned aerial vehicle corresponding to the landing task, and add the landing task to the two-area task queue according to the priority corresponding to the landing task until the plurality of take-off and landing tasks to be currently added do not include a landing task;

[0142] Continue to add a take-off task in the plurality of take-off and landing tasks to be currently added to the two-area task queue according to the priority corresponding to the take-off task.

[0143] In an embodiment, the task execution module 706 is specifically configured to:

[0144] In the case that the target unmanned aerial vehicle is to perform a landing task, the following operations are performed:

[0145] If the target UAV is allowed to enter the climb and descent area, a landing route corresponding to the target UAV is determined, and the target UAV is controlled to move from the bound avoidance waypoint to a new return waypoint according to the landing route;

[0146] The target UAV is controlled to perform a landing task starting from the new return waypoint;

[0147] In the process of performing the landing task, whether the target parking layer corresponding to the target UAV is allowed to be opened is determined according to the up-down layer relationship between the target parking layer and parking layers corresponding to other take-off and landing tasks;

[0148] If yes, the target parking layer is opened, and the target UAV is controlled to continue to perform the landing task until the target UAV lands on the target parking layer and the target parking layer is recycled.

[0149] In an embodiment, the task execution module 706 is specifically configured to:

[0150] In the case that the target UAV is to perform a take-off task, the following operations are performed:

[0151] Whether the target parking layer corresponding to the target UAV is allowed to be opened is determined according to the up-down layer relationship between the target parking layer and parking layers corresponding to other take-off and landing tasks;

[0152] If yes, the target parking layer is opened, and the target UAV is controlled to perform a take-off action if the target UAV is allowed to enter the climb and descent area, and the target parking layer is recycled.

[0153] In an embodiment, the task execution module 706 is specifically configured to:

[0154] In the case that the target take-off parking layer or the target landing parking layer is located at an upper layer of the target parking layer corresponding to the target UAV, the target parking layer is allowed to be opened;

[0155] The target take-off parking layer is a parking layer corresponding to a take-off task being performed, and the target landing parking layer is a parking layer corresponding to a landing task being performed.

[0156] The device provided in the embodiments of the present application has the same implementation principle and technical effects as the foregoing method embodiments. For brevity, the part not mentioned in the device embodiment part can be referred to the corresponding content in the foregoing method embodiments.

[0157] The electronic device provided in the embodiments of the present application specifically comprises a processor and a storage device; the storage device stores a computer program, and the computer program performs the method of any one of the above embodiments when being run by the processor.

[0158] Figure 8 A structural schematic diagram of an electronic device is provided for an embodiment of the present application. The electronic device 100 includes a processor 80, a memory 81, a bus 82 and a communication interface 83. The processor 80, the communication interface 83 and the memory 81 are connected through the bus 82. The processor 80 is configured to execute an executable module stored in the memory 81, such as a computer program.

[0159] The memory 81 can include a high-speed random access memory (RAM) and can also include a non-volatile memory, such as at least one disk memory. The communication connection between the system network element and at least one other network element is realized through the at least one communication interface 83 (which can be wired or wireless), and the Internet, a wide area network, a local area network, a metropolitan area network, etc. can be used.

[0160] The bus 82 can be an ISA bus, a PCI bus or an EISA bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 8 Only one bidirectional arrow is used in the figure, but it does not mean that there is only one bus or only one type of bus.

[0161] The memory 81 is configured to store a program, and the processor 80 executes the program after receiving an execution instruction. The method disclosed in any of the foregoing embodiments of the present application can be applied to the processor 80 or implemented by the processor 80.

[0162] The processor 80 can be an integrated circuit chip with processing capability. In implementation process, each step of the above method can be completed by integrated logic circuit of hardware in the processor 80 or by instructions in the form of software. The processor 80 described above can be a general processor, including a central processing unit (CPU), a network processor (NP), etc.; can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware component. Each method, step and logic block in the embodiments of the present application can be implemented or executed. The general processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in combination with the embodiments of the present application can be directly embodied as a hardware code processor for execution, or a combination of hardware and software modules in the code processor for execution. The software module can be located in a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium in the storage 81, the processor 80 reads the information in the storage 81, and combines the hardware to complete the steps of the above method.

[0163] The computer program product of the readable storage medium provided by the embodiments of the present application includes a computer readable storage medium storing program codes, and the instructions included in the program codes can be used to execute the method in the foregoing method embodiments. For specific implementation, please refer to the foregoing method embodiments, which will not be described here.

[0164] If the function is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application or the part of the technical solutions that essentially contribute to the prior art can be embodied in the form of a software product, which is stored in a storage medium and includes instructions for making a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc. Various media that can store program codes.

[0165] Finally, it should be noted that the above examples are merely specific embodiments of the present application, and are used to illustrate the technical solutions of the present application, but are not limiting thereof, and the protection scope of the present application is not limited thereto. Although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that any person skilled in the art can still modify or easily think of changes to the technical solutions recorded in the foregoing examples, or make equivalent replacements to some of the technical features, within the technical range disclosed by the present application. These modifications, changes or replacements do not cause the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for unmanned aerial vehicle landing management, characterized in that, The application is applied to a UAV hangar, a plurality of parking layers are vertically deployed in the UAV hangar, and a taking-off and landing double area is defined for a region where the parking layers are located, the taking-off and landing double area is used for partition management of different taking-off and landing states of a UAV, the taking-off and landing double area comprises a taking-off and landing preparation area and a climbing and descending area, and the method comprises the following steps: When it is listened that a UAV in the taking-off and landing preparation area enters a taking-off and landing preparation state, a taking-off and landing task corresponding to the UAV is generated, the taking-off and landing task is a landing task or a take-off task; A priority corresponding to the taking-off and landing task is determined, so that the taking-off and landing task is added to a double-area task queue according to the priority corresponding to the taking-off and landing task, the double-area task queue comprises the landing task and / or the take-off task and an execution sequence corresponding thereto to be executed; A target UAV is controlled to move to the climbing and descending area according to the double-area task queue, and the target UAV and the parking layer are controlled in linkage to complete the taking-off and landing task corresponding to the target UAV; When it is listened that a UAV in the taking-off and landing preparation area enters a taking-off and landing preparation state, a taking-off and landing task corresponding to the UAV is generated, which comprises the following steps: when it is listened that a second UAV enters a homeward flight mode, a homeward flight route corresponding to the second UAV and a bound avoidance waypoint of the second UAV are determined, the avoidance waypoint is used for guiding the second UAV to avoid the target UAV which is executing the landing task or the take-off task; the second UAV is controlled to move to the homeward flight waypoint in the climbing and descending area according to the homeward flight route, the homeward flight waypoint is a starting flight point of the second UAV for executing the landing task; whether the second UAV executes an avoidance action is judged based on the double-area task queue; if yes, a homeward flight route corresponding to the second UAV is determined, the second UAV is controlled to move from the homeward flight waypoint to the bound avoidance waypoint according to the homeward flight route, so that the second UAV enters a taking-off and landing preparation state, and a landing task corresponding to the UAV is generated. 2.The UAV landing management method of claim 1, wherein, The taking-off and landing preparation area and the climbing and descending area are both three-dimensional spaces constructed based on position information of the parking layer, and the taking-off and landing preparation area is nested in the climbing and descending area. 3.The UAV landing management method of claim 1 or 2, wherein, When it is listened that a UAV in the taking-off and landing preparation area enters a taking-off and landing preparation state, a taking-off and landing task corresponding to the UAV is generated, which comprises the following steps: At least one flight task is received; A priority corresponding to the flight task and a first UAV which can execute the flight task are determined, so that the first UAV is moved from the taking-off and landing preparation area to the parking layer according to the priority corresponding to the flight task; The first UAV is initialized, so that the first UAV enters a taking-off and landing preparation state, and a take-off task corresponding to the first UAV is generated. 4.The UAV landing management method of claim 1, wherein, The plurality of avoidance waypoints are uniformly distributed outside the climbing and descending area, and the height of the avoidance waypoints is lower than the minimum take-off height of the UAV, and the homeward flight waypoint is located at a fixed height directly above the dot coordinates of the parking layer; The homeward flight route corresponding to the second UAV is determined, which comprises the following steps: The end task waypoint of the second unmanned aerial vehicle is taken as a starting waypoint of a return flight route, and the return waypoint is taken as an ending waypoint of the return flight route, and the return flight route corresponding to the second unmanned aerial vehicle is generated, and an included angle between a line connecting the starting waypoint and an intermediate waypoint of the return flight route and a line connecting the ending waypoint and the intermediate waypoint of the return flight route is a specified angle. 5.The UAV landing management method of claim 1, wherein, The avoidance flight route corresponding to the second unmanned aerial vehicle is determined, and the avoidance flight route corresponding to the second unmanned aerial vehicle is determined, including: The return waypoint is taken as a starting waypoint of the avoidance flight route, and the avoidance waypoint bound to the second unmanned aerial vehicle is taken as an ending waypoint of the avoidance flight route, and the avoidance flight route corresponding to the second unmanned aerial vehicle is generated, and an included angle between a line connecting the starting waypoint and an intermediate waypoint of the avoidance flight route and a line connecting the ending waypoint and the intermediate waypoint of the avoidance flight route is a specified angle. 6.The UAV landing management method of claim 1, wherein, The number of the take-off and landing tasks is multiple, the priority corresponding to the take-off and landing task is determined, and the take-off and landing task is added to the dual-zone task queue according to the priority corresponding to the take-off and landing task, including: It is judged whether the multiple take-off and landing tasks to be added currently contain the landing task; If yes, the priority corresponding to the landing task is determined based on the running state of the unmanned aerial vehicle corresponding to the landing task, and the landing task is added to the dual-zone task queue according to the priority corresponding to the landing task until the multiple take-off and landing tasks to be added currently do not contain the landing task; The take-off task in the multiple take-off and landing tasks to be added currently is continuously added to the dual-zone task queue according to the priority corresponding to the take-off task. 7.The UAV landing management method of claim 1, wherein, The target unmanned aerial vehicle is controlled to move to the climb and descent zone according to the dual-zone task queue, and the target unmanned aerial vehicle and the parking layer are controlled in linkage to complete the take-off and landing task corresponding to the target unmanned aerial vehicle, including: In the case that the target unmanned aerial vehicle is to perform the landing task, the following operations are performed: If the climb and descent zone allows the target unmanned aerial vehicle to enter, a landing flight route corresponding to the target unmanned aerial vehicle is determined, and the target unmanned aerial vehicle is controlled to move from the avoidance waypoint bound thereto to a new return waypoint according to the landing flight route; The target unmanned aerial vehicle is controlled to perform the landing task from the new return waypoint; In the process of performing the landing task, whether the target parking layer corresponding to the target unmanned aerial vehicle is allowed to be opened is judged according to the upper and lower layer relationship between the target parking layer and the parking layers corresponding to other take-off and landing tasks; If yes, the target parking layer is opened, and the target unmanned aerial vehicle is continuously controlled to perform the landing task until the target unmanned aerial vehicle lands on the target parking layer and the target parking layer is recycled. 8.The UAV landing management method of claim 1, wherein, The target unmanned aerial vehicle is controlled to move to the climb and descent zone according to the dual-zone task queue, and the target unmanned aerial vehicle and the parking layer are controlled in linkage to complete the take-off and landing task corresponding to the target unmanned aerial vehicle, and the following operations are further included: In the case that the target unmanned aerial vehicle is to perform the take-off task, the following operations are performed: According to the up-down layer relationship between the target parking layer corresponding to the target UAV and the parking layers corresponding to other take-off and landing tasks, it is determined whether the target parking layer is allowed to be opened; If yes, the target parking layer is opened, and if the climbing and descending area allows the target UAV to enter, the target UAV is controlled to perform a take-off action, and the target parking layer is recovered. 9.The UAV landing management method of claim 7 or 8, wherein, According to the up-down layer relationship between the target parking layer corresponding to the target UAV and the parking layers corresponding to other take-off and landing tasks, it is determined whether the target parking layer is allowed to be opened, including: In a case where the target take-off parking layer or the target landing parking layer is located at an upper layer of the target parking layer corresponding to the target UAV, the target parking layer is allowed to be opened; The target take-off parking layer is a parking layer corresponding to the take-off task being performed, and the target landing parking layer is a parking layer corresponding to the landing task being performed.

10. An unmanned aerial vehicle landing management apparatus, characterized by, The device is implemented based on the unmanned aerial vehicle take-off and landing management method of claim 1, and the device is applied to an unmanned aerial vehicle hangar. The unmanned aerial vehicle hangar vertically deploys a plurality of parking layers, and a take-off and landing double area is defined for a region where the parking layers are located. The take-off and landing double area is used for partition management of different take-off and landing states of the unmanned aerial vehicle. The take-off and landing double area includes a take-off and landing preparation area and a climbing and descending area. The device includes: A task generation module is configured to generate a take-off and landing task corresponding to the unmanned aerial vehicle when it is detected that the unmanned aerial vehicle in the take-off and landing preparation area enters a take-off and landing preparation state. The take-off and landing task is a landing task or a take-off task. A queue adding module is configured to determine a priority corresponding to the take-off and landing task, and add the take-off and landing task to a double-area task queue according to the priority corresponding to the take-off and landing task. The double-area task queue includes the landing task and / or the take-off task to be executed and an execution sequence corresponding thereto. A task execution module is configured to control a target unmanned aerial vehicle to move to the climbing and descending area according to the double-area task queue, and perform linkage control on the target unmanned aerial vehicle and the parking layer to complete the take-off and landing task corresponding to the target unmanned aerial vehicle.

11. A computer readable storage medium, characterized in that, The computer readable storage medium stores computer executable instructions. When the computer executable instructions are called and executed by the processor, the computer executable instructions cause the processor to implement the method of any one of claims 1 to 9.

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