Flight control method, device and equipment and computer readable storage medium

Abstract

The invention discloses a flight control method, device and equipment and a computer readable storage medium, and the method comprises the steps: obtaining a first wind speed of a first position where an aircraft is located before the aircraft takes off; determining a second wind speed based on the first amplification coefficient and the first wind speed; wherein the first amplification coefficient is determined based on a first region type, and the first region type is the region type of the first position; under the condition that the second wind speed is higher than the flight wind speed threshold value of the aircraft, the aircraft is controlled to be in a take-off locking state; and under the condition that the second wind speed is lower than or equal to the flight wind speed threshold value, the aircraft is controlled to be in a take-off unlocking state. In this way, the flight safety can be improved.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to a flight control method, apparatus, device, and computer-readable storage medium. Background Technology

[0002] With the rapid development of technology, drones, due to their flexibility, ease of operation, and adaptability to various complex scenarios, have been widely used in aerial surveying, logistics, agricultural plant protection, power line inspection, and public safety, gradually becoming an important tool for promoting efficient development across industries. However, while the application scope and frequency of drone use continue to expand, flight safety issues are becoming increasingly prominent. The frequent occurrence of flight accidents not only restricts the healthy and sustainable development of the drone industry but also poses potential threats and actual damage to public safety, personal and property safety, and the ecological environment.

[0003] Therefore, improving the flight safety of drones to further promote the development of the drone industry has become an urgent technical problem to be solved. Summary of the Invention

[0004] This application discloses a flight control method, apparatus, device, and computer-readable storage medium, which is beneficial to improving flight safety.

[0005] In a first aspect, embodiments of this application provide a flight control method that can be applied to flight control equipment or devices matched with flight control equipment (e.g., devices such as chips or processors housed within the flight control equipment). The flight control equipment can be an aircraft or a ground control device for an aircraft. The method includes: before takeoff, acquiring a first wind speed at a first location of the aircraft; determining a second wind speed based on a first amplification factor and the first wind speed; wherein the first amplification factor is determined based on a first regional type, the first regional type being the regional type of the first location; controlling the aircraft to be in a takeoff locked state when the second wind speed is higher than a flight wind speed threshold for the aircraft; and controlling the aircraft to be in a takeoff unlocked state when the second wind speed is lower than or equal to the flight wind speed threshold.

[0006] In this technical solution, by introducing a first amplification factor to correct the first wind speed obtained before takeoff to obtain a second wind speed, the second wind speed can be made closer to the actual wind speed encountered in the air after takeoff. This can effectively make up for the deviation between ground wind speed and air wind speed, and make the wind speed assessment before takeoff more in line with the meteorological conditions under the actual regional type, thereby providing a more reliable decision basis for the safe takeoff of the aircraft and helping to improve flight safety.

[0007] In one possible implementation, the method further includes: obtaining a list of amplification factors, which includes multiple regional types and amplification factors corresponding to each regional type; wherein the multiple regional types include at least a first regional type; and determining the amplification factor in the list corresponding to the first regional type as the first amplification factor.

[0008] In one possible implementation, the amplification factor differs for different regional types.

[0009] In one possible implementation, the method further includes: outputting an alarm message when no amplification factor list is set, the alarm message indicating that no amplification factor list is set.

[0010] This technical solution can remind users to set a list of magnification factors to avoid the inability to amplify the first wind speed due to the lack of a magnification factor list, which would reduce flight safety.

[0011] In one possible implementation, the specific method for obtaining the first wind speed at the first location of the aircraft can be: determining the first wind speed at the first location based on a third wind speed and / or first public meteorological data; wherein, the third wind speed is the wind speed detected by the first nest at a first moment, the first moment is the moment when the aircraft is at the first location, and the aircraft is located in the first nest before takeoff; the first public meteorological data is the public meteorological data corresponding to the first location at the first moment, and the first public meteorological data is at least used to indicate the wind field data corresponding to the first location at the first moment.

[0012] In this technical solution, the first wind speed is determined by the third wind speed and the first public meteorological data. This can integrate the data detected by the local sensor (i.e., the wind speed sensor of the first nest) with the public meteorological data, avoiding the situation where the local sensor only detects the local wind speed without considering the vertical wind field of the airspace along the flight path. This can overcome the limitations of private deployment and make the first wind speed more accurately reflect the real wind speed.

[0013] In one possible implementation, the method further includes: acquiring a fourth wind speed at the second position of the aircraft during the target flight phase; and controlling the aircraft to land based on a target landing strategy if the fourth wind speed is higher than the flight wind speed threshold; wherein the target landing strategy is a landing strategy corresponding to the target flight phase.

[0014] In this technical solution, the fourth wind speed is higher than the flight wind speed threshold, which means that the actual wind speed encountered by the aircraft in the air is greater than the flight wind speed threshold. In this case, the flight control equipment controls the aircraft to land based on the target landing strategy, which helps to ensure flight safety.

[0015] In one possible implementation, the fourth wind speed is determined based on the wind speed detected by the aircraft at a second moment and / or the second public meteorological data; wherein the second moment is the moment when the aircraft is at a second position, the second public meteorological data is the public meteorological data corresponding to the second position at the second moment, and the second public meteorological data is used at least to indicate the wind field data corresponding to the second position at the second moment.

[0016] This technical solution integrates data detected by local sensors (i.e., the aircraft's airspeed indicator) with public meteorological data, avoiding situations where local sensors only detect local wind speeds without considering the vertical wind field in the airspace along the flight path. This overcomes the limitations of private deployment and allows the fourth wind speed to more accurately reflect the true wind speed.

[0017] In one possible implementation, the aircraft is located in the first nest before takeoff. When the target flight phase is the takeoff phase, the specific implementation of controlling the aircraft to land based on the target landing strategy can be as follows: obtain the fifth wind speed at the location of the first nest at a second time, where the second time is the time when the aircraft is in the second position; if the fifth wind speed is higher than the flight wind speed threshold, control the aircraft to land at the alternate landing point corresponding to the first nest; if the fifth wind speed is lower than or equal to the flight wind speed threshold, control the aircraft to land at the first nest.

[0018] In this technical solution, if the fifth wind speed is higher than the flight wind speed threshold, the flight control equipment will guide the aircraft to land at the alternate landing point corresponding to the first aircraft nest. This avoids accidents caused by encountering strong winds when the aircraft lands at the first aircraft nest, thus improving flight safety. If the fifth wind speed at the location of the first aircraft nest is lower than or equal to the flight wind speed threshold, the flight control equipment will prioritize landing at the first aircraft nest, which improves automated operation and maintenance support and enhances safety and stability.

[0019] In one possible implementation, when the target flight phase is the cruise phase, the specific implementation method for controlling the aircraft landing based on the target landing strategy can be as follows: obtaining the sixth wind speed at the location of the second nest at the second moment; wherein, the second nest is the nest closest to the second position among multiple nests, and the multiple nests include nests whose interval distance from the second position is less than the first distance, and the second moment is the moment when the aircraft is at the second position; if the sixth wind speed is higher than the flight wind speed threshold, controlling the aircraft to land to the first alternate landing point; wherein, the first alternate landing point is the alternate landing point closest to the second position among multiple alternate landing points, and the multiple alternate landing points include alternate landing points whose interval distance from the second position is less than the first distance; if the sixth wind speed is lower than or equal to the flight wind speed threshold, controlling the aircraft to land to the second nest.

[0020] In this technical solution, if high wind speeds are encountered during the cruise phase, the flight control equipment can prioritize diverting the aircraft to the nearest shelter (i.e., the second shelter) to the current location (i.e., the second location). However, if the sixth wind speed at the location of the second shelter exceeds the flight wind speed threshold, a safe landing at the second shelter may not be possible. In this case, the flight control equipment will guide the aircraft to land at the first alternate landing point, which improves flight safety. If the sixth wind speed at the location of the second shelter is lower than or equal to the flight wind speed threshold, the flight control equipment will prioritize landing at the second shelter, which improves automated operation and maintenance support and enhances safety and stability.

[0021] In one possible implementation, when the target flight phase is the return phase to the third nest, the specific implementation method for controlling the landing of the aircraft based on the target landing strategy can be as follows: obtain the seventh wind speed at the location of the third nest at the second moment, where the second moment is the moment when the aircraft is at the second position; if the seventh wind speed is higher than the flight wind speed threshold, control the aircraft to land at the alternate landing point corresponding to the third nest; if the seventh wind speed is lower than or equal to the flight wind speed threshold, control the aircraft to land at the third nest.

[0022] In this technical solution, if the seventh wind speed is higher than the flight wind speed threshold, the flight control equipment will guide the aircraft to land at the alternate landing point corresponding to the third nest. This avoids accidents caused by encountering strong winds when landing at the third nest, thus improving flight safety. If the seventh wind speed at the location of the third nest is lower than or equal to the flight wind speed threshold, the flight control equipment will prioritize landing at the third nest, which improves automated operation and maintenance support and enhances safety and stability.

[0023] In one possible implementation, before controlling the aircraft to land at the alternate landing point corresponding to the third nest, the method further includes: controlling the aircraft to hover using the aircraft's backup power supply when the aircraft is in a low battery state. A specific implementation of controlling the aircraft to land at the alternate landing point corresponding to the third nest can be: if the hovering duration reaches a first duration, and the wind speed at the location of the third nest is still higher than the flight wind speed threshold at a third moment, then controlling the aircraft to land at the alternate landing point corresponding to the third nest; wherein, the third moment is the moment when the hovering duration reaches the first duration.

[0024] In one possible implementation, the distance between the alternate landing point and the aircraft's electronic fence is greater than the second distance, and the coverage of the electronic fence includes at least highway areas and densely populated areas.

[0025] In this technical solution, the aircraft can land at an alternate landing point, avoiding highway areas and densely populated areas. In other words, it can avoid landing the aircraft in highway areas and densely populated areas, eliminating the risk of forced landing in public areas, which helps to improve safety.

[0026] Secondly, embodiments of this application provide a flight control device, the device including units for implementing the method described in the first aspect.

[0027] Thirdly, embodiments of this application provide a flight control device, including a processor; the processor is configured to execute the method described in the first aspect.

[0028] In one possible implementation, the flight control device may further include a memory for storing computer programs or instructions; and a processor specifically for retrieving the computer programs or instructions from the memory to execute the method described in the first aspect.

[0029] In one possible implementation, the flight control device can be an aircraft; or, the flight control device can be a ground control device for the aircraft, and the ground control device can also include a communication interface for connecting the ground control device to the aircraft.

[0030] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program or computer instructions, which, when executed, cause a flight control device to perform the method described in the first aspect.

[0031] Fifthly, embodiments of this application provide a computer program product including a computer program or instructions, which, when executed on a flight control device, causes the flight control device to perform the method described in the first aspect. Attached Figure Description

[0032] Figure 1 This is a schematic diagram illustrating an application scenario applicable to an embodiment of this application; Figure 2 This is a schematic flowchart of a flight control method provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a flight control device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a flight control device provided in an embodiment of this application. Detailed Implementation

[0033] It should be understood that the terms "first," "second," etc., used in the embodiments of this application are used to distinguish different objects, not to describe a specific order. "At least one" in the embodiments of this application refers to one or more, and "multiple" refers to two or more. "And / or" in the embodiments of this application describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. Here, A and B can be singular or plural. The character " / " can indicate that the preceding and following related objects are in an "or" relationship. Additionally, the symbol " / " can also represent a division sign, i.e., performing a division operation.

[0034] In the embodiments of this application, "at least one of the following" or similar expressions refer to any combination of these items, including any combination of a single item or a plurality of items. For example, at least one of a, b, or c can represent the following seven cases: a, b, c, a and b, a and c, b and c, a, b, and c. Each of a, b, and c can be an element or a set containing one or more elements.

[0035] In the embodiments of this application, the terms "corresponding," "associated," "related," and "mapped" may sometimes be used interchangeably. It should be noted that when the distinction is not emphasized, the concepts or meanings expressed are consistent.

[0036] Please see Figure 1 , Figure 1 This is a schematic diagram illustrating an application scenario to which this application embodiment applies. This application scenario may include, but is not limited to, an aircraft and at least one ground control device. Figure 1 The number and form of the devices shown are for illustrative purposes and do not constitute a limitation on the embodiments of this application. In actual applications, two or more aircraft may be included. Figure 1 The application scenario shown is an example including an aircraft (10) and a ground control device (11).

[0037] The aircraft and ground control equipment are connected via a wireless communication link for two-way data exchange.

[0038] Ground control equipment is a hardware and software system used to control aircraft, receive aircraft status information, plan mission paths, and analyze flight data. This application does not limit the form of the ground control equipment; for example, the form of the ground control equipment may include, but is not limited to: a fixed control station, a portable handheld terminal (e.g.,), or an integrated control platform in a mobile vehicle. Portable handheld terminals may include, but are not limited to: remote controls, mobile phones, tablets, desktop computers, laptops, all-in-one computers, virtual reality (VR) terminal devices, augmented reality (AR) terminal devices, and wearable devices.

[0039] In one possible implementation, Figure 1 The application scenarios shown can also include at least one aircraft nest. An aircraft nest is an automated parking and maintenance facility designed specifically for aircraft. The core function of an aircraft nest is to provide a safe and stable parking space for aircraft and support autonomous take-off and landing, energy replenishment, data management and mission scheduling. It is a key infrastructure for realizing high-frequency, unmanned operation of aircraft.

[0040] The aircraft may include, but is not limited to, unmanned aerial vehicles (UAVs) and manned aircraft. This application does not limit the form of the aircraft 101; for example, the form of the aircraft may include, but is not limited to, fixed-wing aircraft, rotorcraft, model aircraft, airships, hot air balloons, and robots. Among these, rotorcraft may include, but is not limited to, helicopters and multi-rotor aircraft.

[0041] It is understood that the application scenarios described in the embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided in the embodiments of this application. Those skilled in the art will know that with the evolution of technology and the emergence of new business scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0042] The flight control method proposed in the embodiments of this application is described below. This flight control method can be executed by a flight control device, or by a device matched with the flight control device (e.g., a chip or processor located inside the flight control device). This application embodiment uses the execution of the flight control method by a flight control device as an example. The flight control device can be... Figure 1 The aircraft shown or Figure 1 The ground control equipment shown.

[0043] Please see Figure 2 , Figure 2 This is a flowchart illustrating a flight control method provided in an embodiment of this application. Figure 2As shown, the flight control method may include, but is not limited to, the following steps.

[0044] S201: Before the aircraft takes off, obtain the first wind speed at the first position of the aircraft.

[0045] The flight control equipment can determine the first wind speed based on the third wind speed and / or the first common meteorological data. The third wind speed can be the wind speed detected by the first nest at the first moment, where the first moment refers to the time when the aircraft is in the first position, meaning the aircraft was inside the first nest before takeoff. The first common meteorological data is the common meteorological data corresponding to the first position at the first moment, and it is used at least to indicate the three-dimensional wind field data at the first position at the first moment. Three-dimensional wind field data describes the distribution of wind speed and direction in three-dimensional space, covering complete wind field information in both horizontal and vertical directions, and can comprehensively reflect the dynamic changes of the wind field.

[0046] Before takeoff, the aircraft's location (i.e., the first nest) can detect real-time ground wind speed via a wind speed sensor in its meteorological data acquisition equipment and transmit the detected wind speed to the flight control equipment. It should be noted that the ground wind speed mentioned in this embodiment refers to near-ground wind speed, for example, wind speed measured at a height of 10 meters above the ground, rather than wind speed at the absolute ground level. The wind speed sensor can be a three-dimensional anemometer, in which case the third wind speed is the three-dimensional wind speed. Alternatively, the wind speed sensor can be a horizontal anemometer, in which case the third wind speed is the horizontal wind speed.

[0047] In one possible implementation, taking the three-dimensional wind field data at the first position at the first moment, including the eighth wind speed, as an example, the first wind speed can be the third wind speed, the eighth wind speed, the average of the third and eighth wind speeds, or the weighted average of the third and eighth wind speeds. The weights of the third and eighth wind speeds can be set by default by the flight control equipment, or can be set or modified by the user; this application embodiment does not limit this. It is understood that when both the third and eighth wind speeds are three-dimensional wind speeds, the first wind speed obtained by weighted averaging of the three dimensions is also a three-dimensional wind speed. When the third wind speed is a horizontal wind speed, the first wind speed obtained is also a three-dimensional wind speed, wherein the horizontal wind speed of the first wind speed is obtained by weighted averaging of the horizontal wind speeds of the third and eighth wind speeds, and the vertical wind speed of the first wind speed is the same as the vertical wind speed of the eighth wind speed.

[0048] Determining the first wind speed by combining the third wind speed with the first public meteorological data can integrate the data detected by local sensors (i.e., the wind speed sensor of the first nest) with public meteorological data, avoiding the situation where local sensors only detect local wind speeds without considering the vertical wind field in the airspace of the flight path. This can overcome the limitations of private deployment and make the first wind speed more accurately reflect the real wind speed.

[0049] In one possible implementation, Figure 1 The ground control equipment shown can be connected to a meteorological data integration and processing system to obtain public meteorological data (such as the first public meteorological data and the second public meteorological data mentioned later) from the system. The meteorological data integration and processing system is a system used to collect, store, process, and analyze meteorological data. It can integrate and process meteorological data from different sources and of different types to provide more comprehensive and accurate meteorological information. The meteorological data integration and processing system can provide the following data: a data stream formed by collecting, processing, and storing wind field data within an altitude range of 0 to 3000 meters, in 100-meter stratified units, i.e., a vertical wind field profile data stream layered at 0-3000m / 100m; data provided by the Global Ensemble Forecasting System and the China Meteorological Administration; and lightning and visibility grid data at a ground altitude of 1000 meters.

[0050] When the flight control equipment is a ground control equipment, after acquiring the first common meteorological data, the ground control equipment can determine the first wind speed based on the third wind speed and / or the first common meteorological data. When the flight control equipment is an aircraft, after acquiring the first common meteorological data, the ground control equipment can transmit the first common meteorological data to the aircraft, so that the aircraft can determine the first wind speed based on the third wind speed and / or the first common meteorological data. Alternatively, after acquiring the first common meteorological data, the ground control equipment can determine the first wind speed based on the third wind speed and / or the first common meteorological data and transmit the first wind speed to the aircraft.

[0051] In one possible implementation, flight control equipment can predict whether the aircraft will encounter extreme weather (such as wind shear or thunderstorms) along its flight path based on real-time acquired public meteorological data. If extreme weather is predicted, the flight control equipment can delay the aircraft's mission execution, thus improving flight safety. Wind shear is an atmospheric phenomenon referring to drastic changes in wind speed and direction in the horizontal or vertical direction.

[0052] S202: Determine the second wind speed based on the first amplification factor and the first wind speed; wherein, the first amplification factor is determined based on the first regional type, and the first regional type is the regional type of the first location.

[0053] The flight control equipment can determine the second wind speed by multiplying a first amplification factor and a first wind speed. The first amplification factor can be greater than 1. By introducing the first amplification factor to correct the first wind speed obtained before takeoff to obtain the second wind speed, the second wind speed can be made closer to the actual wind speed encountered in the air after takeoff. This can effectively compensate for the deviation between ground wind speed and air wind speed, making the wind speed assessment before takeoff more consistent with the meteorological conditions of the actual terrain type. This provides a more reliable decision-making basis for the safe takeoff of the aircraft and helps to improve flight safety.

[0054] In one possible implementation, the flight control equipment can determine the geographic type (i.e., the first geographic type) of a first location by combining a Geographic Information System (GIS) or satellite map. Alternatively, the flight control equipment can determine the first geographic type by acquiring environmental information about the aircraft's surroundings using the aircraft's onboard sensors. This environmental information may include, but is not limited to: image information captured by the aircraft's cameras; the three-dimensional terrain structure obtained by the aircraft's lidar scanning; and spectral and texture features extracted from surface images captured by the aircraft's multispectral / hyperspectral sensors, which are then analyzed using a classification model to determine the geographic type.

[0055] In one possible implementation, the flight control device can obtain a list of magnification factors and determine the magnification factor corresponding to the first regional type in the list as the first magnification factor. The list of magnification factors includes multiple regional types and the magnification factor corresponding to each regional type; wherein the multiple regional types include at least the first regional type.

[0056] In this embodiment, the regional type may include, but is not limited to: city, mountain, Gobi, hill, plateau, and plain. The first regional type may be one of these regional types.

[0057] For example, a list of magnification factors can be shown in Table 1.

[0058] Table 1 Magnification Factor List

[0059] As shown in Table 1, assuming the first region type is a city, then 2.1 can be determined as the first amplification factor. Furthermore, the first wind speed is amplified to obtain the second wind speed, which is 2.1 times the first wind speed.

[0060] In one possible implementation, the flight control device can modify the amplification factor corresponding to each region type in the amplification factor list. For each region type, there is a range of coefficient values. The flight control device can select a value from this range as the amplification factor for that region type. For example, a coefficient range for cities is [2.1, 2.8], for mountains is [1.8, 3], for Gobi is [1.3, 1.7], for hills is [1.6, 2.2], and for plateaus is [1.4, 1.9].

[0061] In one possible implementation, the flight control equipment can access a terrain database to extract key information about the first location. Based on this key information, a first amplification factor is determined from the range of coefficient values ​​corresponding to the first terrain type. This key information may include, but is not limited to: elevation data, slope and aspect data, and obstacle distribution data. The elevation data reflects the terrain undulations (such as slope and elevation difference) at the first location. The slope and aspect data reflects the degree of surface inclination at the first location. The obstacle distribution data reflects the height of tall buildings, power towers, trees, etc., at the first location.

[0062] In one possible implementation, the amplification factor can be different for different regional types. In another possible implementation, the ranges of values ​​for the coefficients corresponding to different regional types can partially overlap or not overlap at all.

[0063] In one possible implementation, if an amplification factor list is not set, the flight control equipment can output an alarm message indicating that the amplification factor list is not set. This reminds the user to set the amplification factor list, preventing a decrease in flight safety due to the inability to amplify the first wind speed.

[0064] This application does not limit the form in which alarm information is presented. For example, the form of alarm information may include, but is not limited to, visual alarm information, auditory alarm information, and tactile alarm information. Flight control equipment (such as ground control equipment) can output visual alarm information through screen display, pop-up windows, indicator lights, etc. Flight control equipment can output visual alarm information through voice broadcast, playing prompt sounds, alarm sounds, etc. Flight control equipment can output tactile alarm information through vibration alerts.

[0065] S203: When the second wind speed is higher than the aircraft's flight wind speed threshold, control the aircraft to be in takeoff lock state.

[0066] After determining the second wind speed, the flight control equipment can judge whether it exceeds the aircraft's flight wind speed threshold. If the second wind speed exceeds the flight wind speed threshold, the aircraft is placed in a takeoff lock state. The takeoff lock state can also be described as a takeoff prohibited state. Being in a takeoff lock state indicates that the aircraft's takeoff is restricted and it is in a non-flying state. The flight wind speed threshold is the safe flight wind speed threshold for the aircraft. When the wind speed is higher than the safe flight wind speed threshold, flight safety is lower. When the wind speed is lower than or equal to the safe flight wind speed threshold, flight safety is higher.

[0067] The second wind speed being higher than the flight wind speed threshold indicates that the actual wind speed encountered by the aircraft in the air after takeoff may be greater than the flight wind speed threshold. In this case, controlling the aircraft to be in takeoff lock mode can prevent accidents caused by encountering high wind speeds after takeoff, thus helping to ensure flight safety.

[0068] When the flight control equipment is a ground control equipment, the ground control equipment can send a first control message to the aircraft, which can be used to indicate that the aircraft is in a takeoff locked state. When the flight control equipment is an aircraft, the aircraft can directly control itself to be in a takeoff locked state.

[0069] This application does not limit the specific value and setting method of the flight wind speed threshold. For example, the value of the flight wind speed threshold can be 8.5 m / s. The flight wind speed threshold can be set by default by the flight control equipment, or it can be set or modified by the user. This application does not limit this.

[0070] S204: When the second wind speed is lower than or equal to the flight wind speed threshold, control the aircraft to be in the takeoff unlock state.

[0071] Takeoff unlock status can also be described as takeoff available status. When an aircraft is in takeoff unlock status, it means that the aircraft is not restricted from taking off and is in a flyable state.

[0072] The second wind speed being lower than or equal to the flight wind speed threshold indicates that the actual wind speed encountered by the aircraft after takeoff may be lower than or equal to the flight wind speed threshold. In this case, keeping the aircraft in the takeoff unlock state helps ensure that the wind speed encountered after takeoff is relatively low, thereby helping to ensure flight safety.

[0073] When the flight control equipment is ground-based, it can send a second control message to the aircraft, indicating that the aircraft is in the takeoff unlock state. When the flight control equipment is on the aircraft itself, the aircraft can directly control itself to be in the takeoff unlock state.

[0074] In this embodiment of the application, by introducing a first amplification factor to correct the first wind speed obtained before takeoff to obtain a second wind speed, the second wind speed can be made closer to the actual wind speed encountered in the air after takeoff. This can effectively make up for the deviation between ground wind speed and air wind speed, and make the wind speed assessment before takeoff more in line with the meteorological conditions under the actual regional type, thereby providing a more reliable decision basis for the safe takeoff of the aircraft and helping to improve flight safety.

[0075] In one possible implementation, the flight control method may further include steps S205-S206. It should be noted that S205-S206 are optional steps; that is, the flight control device may or may not execute S205-S206. Figure 2 The steps indicated by the dashed lines represent optional steps.

[0076] S205: During the target flight phase of the aircraft, obtain the fourth wind speed at the second position of the aircraft.

[0077] In one possible implementation, after S204, the flight control equipment can control the aircraft to take off. During the target flight phase, the flight control equipment can acquire the wind speed (i.e., the fourth wind speed) at the aircraft's second position. The first position is the aircraft's location on the ground before takeoff, and the second position is the aircraft's location in the air after takeoff.

[0078] The target flight phase can be divided into the takeoff phase, the cruise phase, and the return phase. The takeoff phase refers to the process by which the aircraft accelerates from a stationary position on the ground to lift off and climb to a certain altitude. The cruise phase is the phase after the aircraft completes takeoff and climb, entering the predetermined route and maintaining stable flight. The return phase refers to the process by which the aircraft returns from its current position to the takeoff point or the designated landing point after completing its mission; the designated landing point is different from the takeoff point.

[0079] In one possible implementation, the fourth wind speed can be determined based on the wind speed detected by the aircraft at a second moment (e.g., referred to as the ninth wind speed) and / or second public meteorological data. Here, the second moment refers to the time when the aircraft is at a second position, and the second public meteorological data is the public meteorological data corresponding to the second position at the second moment. The second public meteorological data is used at least to indicate the three-dimensional wind field data at the second position at the second moment. For details regarding the three-dimensional wind field data, please refer to the specific description in S201, which will not be repeated here.

[0080] In one possible implementation, the ninth wind speed can be determined by the aircraft itself. If the flight control equipment is a ground control system, the aircraft transmits its determined ninth wind speed to the ground control system, allowing the ground control system to determine the fourth wind speed based on the ninth wind speed and / or second public meteorological data. Alternatively, if the flight control equipment is an aircraft, the aircraft can determine the fourth wind speed based on the ninth wind speed and / or second public meteorological data.

[0081] The difference between the airspeed detected by the aircraft at the second moment and the ground speed detected at the second moment is determined as the ninth wind speed. Airspeed refers to the speed of the aircraft relative to the airflow, and can be measured by the airspeed meter onboard the aircraft. Ground speed refers to the speed of the aircraft relative to the ground, and can be measured by the aircraft based on GPS and / or Real-Time Kinematic (RTK) technology.

[0082] In one possible implementation, taking the three-dimensional wind field data at the second position at the second moment, which includes the tenth wind speed, as an example, the fourth wind speed can be the ninth wind speed, the tenth wind speed, the average of the ninth and tenth wind speeds, or the weighted average of the ninth and tenth wind speeds. The weights of the ninth and tenth wind speeds can be set by default by the flight control equipment, or they can be set or modified by the user; this application embodiment does not limit this. It is understood that when both the ninth and tenth wind speeds are three-dimensional wind speeds, the fourth wind speed obtained by weighted averaging the wind speeds of the three dimensions is also a three-dimensional wind speed.

[0083] Determining the fourth wind speed by using the ninth wind speed and the second public meteorological data can integrate the data detected by local sensors (i.e., the aircraft's airspeed indicator) with public meteorological data, avoiding the situation where local sensors only detect local wind speeds without considering the vertical wind field in the airspace along the flight path. This can overcome the limitations of private deployment and make the fourth wind speed more accurately reflect the real wind speed.

[0084] See the previous description, Figure 1 The ground control equipment shown can be connected to a meteorological data integration and processing system to obtain second common meteorological data from the system. When the flight control equipment is a ground control equipment, after obtaining the second common meteorological data and the ninth wind speed from the aircraft, the ground control equipment can determine the fourth wind speed based on the ninth wind speed and / or the second common meteorological data. When the flight control equipment is an aircraft, after obtaining the second common meteorological data, the ground control equipment can send the second common meteorological data to the aircraft so that the aircraft can determine the fourth wind speed based on the ninth wind speed and / or the second common meteorological data.

[0085] S206: When the fourth wind speed is higher than the flight wind speed threshold, control the aircraft to land based on the target landing strategy; wherein, the target landing strategy is the landing strategy corresponding to the target flight phase.

[0086] After determining the fourth wind speed, the flight control equipment can judge whether it is higher than the aircraft's flight wind speed threshold. If the fourth wind speed is higher than the flight wind speed threshold, it means that the actual wind speed encountered by the aircraft in the air is greater than the flight wind speed threshold. In this case, the flight control equipment controls the aircraft to land based on the target landing strategy, which helps ensure flight safety. If the fourth wind speed is lower than or equal to the flight wind speed threshold, the flight control equipment can control the aircraft to continue flying.

[0087] In one possible implementation, taking the aircraft being located in the first nest before takeoff as an example, when the target flight phase is the takeoff phase, the specific implementation method of the flight control equipment controlling the aircraft to land based on the target landing strategy can be as follows: obtain the fifth wind speed at the location of the first nest at the second moment, where the second moment is the moment when the aircraft is in the second position; if the fifth wind speed is higher than the flight wind speed threshold, control the aircraft to land at the alternate landing point corresponding to the first nest; if the fifth wind speed is lower than or equal to the flight wind speed threshold, control the aircraft to land at the first nest.

[0088] If the fifth wind speed exceeds the flight wind speed threshold, the flight control equipment will guide the aircraft to land at the alternate landing point corresponding to the first hangar. This avoids accidents caused by strong winds when landing at the first hangar, thus improving flight safety. If the hangar is equipped with a protective net, and the fifth wind speed exceeds the flight wind speed threshold, the aircraft may collide with the net during landing, leading to an accident. If the fifth wind speed at the location of the first hangar is lower than or equal to the flight wind speed threshold, the flight control equipment will prioritize landing at the first hangar. This improves automated operation and maintenance support, and enhances safety and stability. This is because, compared to the hangar, alternate landing points typically only provide temporary landing sites, lack automated operation and maintenance support, and are often open areas, making them susceptible to uncontrollable factors such as weather and terrain, increasing the probability of aircraft damage.

[0089] The fifth wind speed can be determined based on the eleventh wind speed and the third public meteorological data. The eleventh wind speed is the real-time ground wind speed detected by the wind speed sensor in the meteorological data acquisition equipment at the second moment. The third public meteorological data is the public meteorological data corresponding to the second position at the second moment, and the third public meteorological data is used at least to indicate the three-dimensional wind field data of the second position at the second moment. In one possible implementation, taking the three-dimensional wind field data of the second position at the second moment including the twelfth wind speed as an example, the fifth wind speed can be the eleventh wind speed, or the twelfth wind speed, or the average of the eleventh and twelfth wind speeds, or the weighted average of the eleventh and twelfth wind speeds. The weights of the eleventh and twelfth wind speeds can be set by default by the flight control equipment, or they can be set or modified by the user; this application embodiment does not limit this.

[0090] The alternate landing point corresponding to the first aircraft nest can be any alternate landing point surrounding the first aircraft nest. At least one alternate landing point can be set up around each aircraft nest. In one possible implementation, the flight control equipment can also determine which of the alternate landing points around the first aircraft nest has a wind speed that meets the wind speed requirement, and then control the aircraft to land at any alternate landing point that meets the wind speed requirement. An alternate landing point that meets the wind speed requirement is defined as having the lowest wind speed at the second moment, or having a wind speed at the second moment that is less than or equal to the flight wind speed threshold.

[0091] In one possible implementation, when the target flight phase is the cruise phase, the specific implementation of the flight control equipment controlling the aircraft's landing based on the target landing strategy can be as follows: The sixth wind speed at the location of the second landing site at the second moment can be obtained; if the sixth wind speed is higher than the flight wind speed threshold, the aircraft is controlled to land at the first alternate landing point; if the sixth wind speed is lower than or equal to the flight wind speed threshold, the aircraft is controlled to land at the second landing site. Here, the second landing site is the landing site closest to the second position among multiple landing sites (hereinafter referred to as A landing sites, where A is an integer greater than 1), and A landing sites include those whose distance from the second position is less than the first distance; the second moment is the moment when the aircraft is at the second position; the first alternate landing point is the alternate landing point closest to the second position among multiple alternate landing points (hereinafter referred to as B alternate landing points, where B is an integer greater than 1), and B alternate landing points include those whose distance from the second position is less than the first distance.

[0092] During the cruise phase, if high winds are encountered, the flight control system may prioritize diverting the aircraft to the nearest shelter (i.e., the second shelter). However, if the sixth wind speed at the location of the second shelter exceeds the flight wind speed threshold, a safe landing at the second shelter may not be possible. In this case, the flight control system will guide the aircraft to the first alternate landing point, which improves flight safety. If the sixth wind speed at the location of the second shelter is lower than or equal to the flight wind speed threshold, the flight control system will prioritize landing at the second shelter, which improves automated operation and maintenance support and enhances safety and stability.

[0093] The sixth wind speed can be determined based on the thirteenth wind speed and the third public meteorological data. The thirteenth wind speed is the real-time ground wind speed detected by the wind speed sensor in the meteorological data acquisition equipment at the second moment. In one possible implementation, taking the three-dimensional wind field data of the second location at the second moment, which includes the twelfth wind speed, as an example, the sixth wind speed can be the thirteenth wind speed, or the twelfth wind speed, or the average of the thirteenth and twelfth wind speeds, or the weighted average of the thirteenth and twelfth wind speeds. The weights of the thirteenth and twelfth wind speeds can be set by default by the flight control equipment, or they can be set or modified by the user; this application embodiment does not limit this.

[0094] In one possible implementation, the flight control equipment can also determine which of the B alternate landing points has wind speeds that meet the wind speed requirements, and then control the aircraft to land at the first alternate landing point that meets the wind speed requirements. The first alternate landing point has the lowest wind speed at the second moment, or the second alternate landing point has a wind speed at the second moment that is less than or equal to the flight wind speed threshold.

[0095] In one possible implementation, when the target flight phase is the return phase to the third hangar, the third hangar and the first hangar can be the same hangar or different hangars. If the third hangar and the first hangar are the same hangar, it means the aircraft takes off and lands from the same hangar; if they are different hangars, it means the aircraft takes off from and lands at different hangars. In the case of the target flight phase being the return phase to the third hangar, the specific implementation method for the flight control equipment to control the aircraft's landing based on the target landing strategy can be: obtaining the seventh wind speed at the location of the third hangar at the second moment; if the seventh wind speed is higher than the flight wind speed threshold, controlling the aircraft to land at the alternate landing point corresponding to the third hangar; if the seventh wind speed is lower than or equal to the flight wind speed threshold, controlling the aircraft to land at the third hangar.

[0096] If the seventh wind speed exceeds the flight wind speed threshold, the flight control equipment will guide the aircraft to land at the alternate landing point corresponding to the third aircraft nest. This avoids accidents caused by encountering strong winds when landing at the third aircraft nest, thus improving flight safety. If the seventh wind speed at the location of the third aircraft nest is lower than or equal to the flight wind speed threshold, the flight control equipment will prioritize landing at the third aircraft nest. This improves automated operation and maintenance support, and enhances safety and stability.

[0097] The seventh wind speed can be determined based on the fourteenth wind speed and the third public meteorological data. The fourteenth wind speed is the real-time ground wind speed detected by the wind speed sensor in the meteorological data acquisition equipment at the second moment. In one possible implementation, taking the three-dimensional wind field data of the second location at the second moment, which includes the twelfth wind speed, as an example, the seventh wind speed can be the fourteenth wind speed, or the twelfth wind speed, or the average of the fourteenth and twelfth wind speeds, or the weighted average of the fourteenth and twelfth wind speeds. The weights of the fourteenth and twelfth wind speeds can be set by default by the flight control equipment, or they can be set or modified by the user; this embodiment does not limit this.

[0098] The alternate landing point corresponding to the third aircraft nest can be any alternate landing point surrounding the third aircraft nest. At least one alternate landing point can be set up around each aircraft nest. In one possible implementation, the flight control equipment can also determine which of the alternate landing points around the third aircraft nest has a wind speed that meets the wind speed requirement, and then control the aircraft to land at any alternate landing point that meets the wind speed requirement. An alternate landing point that meets the wind speed requirement means that the wind speed is lowest at the second moment, or that the wind speed at the second moment is less than or equal to the flight wind speed threshold.

[0099] In one possible implementation, before the flight control equipment controls the aircraft to land at the alternate landing point corresponding to the third nest, if the aircraft is in a low battery state, the flight control equipment can use the aircraft's backup power to control the aircraft to hover, in order to wait for the wind speed to drop to a safe wind speed, that is, wait for the wind speed to be lower than or equal to the flight wind speed threshold.

[0100] If the hovering duration reaches the first duration, and the wind speed at the location of the third nest is still higher than the flight wind speed threshold at the third moment, the flight control equipment can control the aircraft to land at the alternate landing point corresponding to the third nest. The third moment is the moment when the aircraft's hovering duration reaches the first duration. In other words, if the wind speed at the location of the third nest is still higher than the flight wind speed threshold when the aircraft's hovering duration reaches the first duration, the flight control equipment can control the aircraft to land at the alternate landing point corresponding to the third nest.

[0101] If the real-time wind speed at the location of the third nest is lower than or equal to the flight wind speed threshold before the hovering time reaches the first duration, the flight control equipment can control the aircraft to land at the third nest.

[0102] In one possible implementation, the alternate landing points mentioned in this embodiment (such as the alternate landing point corresponding to the first nest, the alternate landing point corresponding to the third nest, B alternate landing points, and the first alternate landing point) are spaced further from the aircraft's electronic fence by a distance greater than a second distance. In other words, these alternate landing points are all located outside the electronic fence, and the distance between them and the electronic fence is greater than the second distance. The coverage area of ​​the electronic fence includes at least road areas and densely populated areas. In this way, when the aircraft lands at the alternate landing points, it can avoid road areas and densely populated areas, thus eliminating the risk of forced landings in public areas and improving safety.

[0103] An electronic fence is a safety technology that limits the flight range of an aircraft by setting up virtual boundaries. Using positioning technologies such as GPS and BeiDou, combined with a geographic information system, an electronic fence defines virtual flight boundaries for an aircraft. When an aircraft approaches or attempts to cross these boundaries, the system automatically triggers an alarm, restricts flight, or forces the aircraft to return to its origin, thereby ensuring flight safety.

[0104] This application embodiment does not limit the specific values ​​and setting methods of the first distance, second distance, and first duration. For example, the first distance can be 10 kilometers, the second distance can be 8 meters, and the second duration can be 20 seconds. The first distance, second distance, and first duration can be set by default by the flight control equipment, or they can be set or modified by the user. This application embodiment does not limit this.

[0105] In one possible implementation, if no alternate landing point is designated, the flight control equipment can output a prompt message indicating that no alternate landing point has been designated. For example, if no alternate landing point is designated for the first aircraft nest, the flight control equipment can output a prompt message. If no alternate landing point is designated for the second aircraft nest, the flight control equipment can output a prompt message. If no alternate landing point is designated for the third aircraft nest, the flight control equipment can output a prompt message.

[0106] Please see Figure 3 , Figure 3 This is a schematic diagram of the structure of a flight control device provided in an embodiment of this application. Figure 3 As shown, the flight control device 30 includes an acquisition unit (301), a determination unit (302), and a control unit (303). Optionally, the flight control device 30 may also include an output unit (304). Figure 3 The unit shown by the dashed line is an optional unit, meaning that the flight control unit 30 may not include it. Figure 3 The unit is shown by the dashed line. The flight control device 30 can perform the relevant steps of the flight control equipment in the aforementioned method embodiments.

[0107] The acquisition unit 301 is used to acquire the first wind speed at the first position of the aircraft before the aircraft takes off. The determining unit 302 is used to determine the second wind speed based on the first amplification factor and the first wind speed; wherein the first amplification factor is determined based on the first regional type, and the first regional type is the regional type of the first location; The control unit 303 is used to control the aircraft to be in a takeoff locked state when the second wind speed is higher than the aircraft's flight wind speed threshold, and to control the aircraft to be in a takeoff unlocked state when the second wind speed is lower than or equal to the flight wind speed threshold.

[0108] In one possible implementation, the output unit 304 is used to output an alarm message when the amplification factor list is not set, the alarm message indicating that the amplification factor list is not set.

[0109] Specifically, in this case, the operations performed by the acquisition unit, determination unit, control unit, and output unit can be referred to the description of the flight control equipment in the method embodiment.

[0110] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of a flight control device 40 provided in an embodiment of this application. It can be used to implement the functions of the flight control device in the above method embodiments. The flight control device 40 may include a processor (401). Optionally, the flight control device 40 may also include a memory (402) and a transceiver (403). The processor, memory, and transceiver can be connected via a bus (404) or other means. The bus is in... Figure 4 The connections between other components are shown in bold lines only and are not intended to be limiting. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0111] The coupling in this application embodiment is an indirect coupling or communication connection between devices, units, or modules, which can be electrical, mechanical, or other forms, used for information exchange between devices, units, or modules. This application embodiment does not limit the specific connection medium between the processor, memory, and transceiver described above.

[0112] Transceivers are used to receive and / or send information, and can also be used to connect flight control equipment to other devices. For example, when the flight control equipment is the ground control equipment of an aircraft, the communication interface of the ground control equipment can be used to connect the ground control equipment to the aircraft, and the specific implementation of the communication interface can be a transceiver.

[0113] Memory may include read-only memory and random access memory, and provides instructions and data to the processor. A portion of the memory may also include non-volatile random access memory.

[0114] The processor can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor, or optionally, any conventional processor.

[0115] In one example, when the flight control equipment uses Figure 4 When in the form shown, Figure 4 The processor in the system can execute the methods performed by the flight control device in any of the above method embodiments. The flight control device can be an aircraft or a ground control device for an aircraft.

[0116] In one alternative implementation, a memory is used to store computer programs or instructions; a processor is used to invoke the computer programs or instructions stored in the memory to perform the steps executed by the flight control device in the method embodiment.

[0117] In the embodiments of this application, the method provided in the embodiments of this application can be implemented by running a computer program (including program code) capable of performing the steps involved in the above-described method on a general-purpose computing device, such as a computer, which includes processing elements and storage elements such as a CPU, random access memory (RAM), and read-only memory (ROM). The computer program can be recorded on, for example, a computer-readable recording medium, loaded into a flight control device via the computer-readable recording medium, and run therein.

[0118] Based on the same inventive concept, the principle and beneficial effects of the flight control device 40 provided in the embodiments of this application in solving the problem are similar to the principle and beneficial effects of the flight control device in the method embodiments of this application in solving the problem. For the sake of brevity, the principle and beneficial effects of the method implementation can be referred to.

[0119] This application also provides a computer-readable storage medium storing a computer program or computer instructions, which are adapted to be loaded by a flight control device and execute the method provided in the above-described method embodiments.

[0120] This application also provides a computer program product containing a computer program or instructions, which, when run on a flight control device, causes the flight control device to execute the method provided in the above-described method embodiments.

[0121] Regarding the modules / units included in the various devices and products described in the above embodiments, they can be software modules / units, hardware modules / units, or a combination of both. For example, for devices and products applied to or integrated into a chip, all modules / units can be implemented using hardware methods such as circuits, or at least some modules / units can be implemented using software programs that run on a processor integrated within the chip, while the remaining (if any) modules / units can be implemented using hardware methods such as circuits. For devices and products applied to or integrated into a chip module, all modules / units can be implemented using hardware methods such as circuits. Different modules / units can be located in the same component (e.g., chip, circuit module, etc.) or different components of the chip module, or at least some modules / units can be implemented using software methods. The implementation can be done through a software program, which runs on the processor integrated within the chip module. The remaining (if any) modules / units can be implemented using hardware methods such as circuits. For various devices and products applied to or integrated into flight control equipment, each of its modules / units can be implemented using hardware methods such as circuits. Different modules / units can be located in the same component (e.g., chip, circuit module, etc.) or different components within the flight control equipment. Alternatively, at least some modules / units can be implemented using a software program, which runs on the processor integrated within the flight control equipment. The remaining (if any) modules / units can be implemented using hardware methods such as circuits.

[0122] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0123] In the above embodiments, the descriptions of each embodiment have their own emphasis, and any multiple embodiments can be used in combination. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0124] The steps in the method of this application embodiment can be adjusted, combined, or deleted according to actual needs.

[0125] The modules in the device of this application embodiment can be merged, divided, and deleted according to actual needs.

[0126] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be implemented by program instructions and related hardware. The program instructions can be stored in a computer-readable storage medium, which may include: flash drive, ROM, RAM, disk or optical disk, etc.

[0127] The above-disclosed embodiments are merely one example of this application and only a part of the embodiments of this application. They should not be construed as limiting the scope of this application.

Claims

1. A flight control method characterized by, The method comprises: acquiring a first wind speed of a first location where the aircraft is located before the aircraft takes off; determining a second wind speed based on a first amplification coefficient and the first wind speed; wherein the first amplification coefficient is determined based on a first regional type, and the first regional type is a regional type of the first location; controlling the aircraft to be in a take-off locking state in a case where the second wind speed is higher than a flight wind speed threshold of the aircraft; controlling the aircraft to be in a take-off unlocking state in a case where the second wind speed is lower than or equal to the flight wind speed threshold.

2. The method of claim 1, wherein, The method further comprises: acquiring an amplification coefficient list, the amplification coefficient list comprising a plurality of regional types and an amplification coefficient corresponding to each regional type; wherein the plurality of regional types at least comprises the first regional type; determining the amplification coefficient corresponding to the first regional type in the amplification coefficient list as the first amplification coefficient.

3. The method of claim 2, wherein, The amplification coefficients corresponding to different regional types are different.

4. The method of claim 2, wherein, The method further comprises: in a case where the amplification coefficient list is not set, outputting alarm information, the alarm information being used to indicate that the amplification coefficient list is not set.

5. The method of claim 1, wherein, The acquiring of the first wind speed of the first location where the aircraft is located comprises: determining the first wind speed of the first location based on a third wind speed and / or first public weather data; wherein the third wind speed is a wind speed detected by a first nest at a first time, the first time being a time when the aircraft is located in the first nest before taking off; and the first public weather data is public weather data corresponding to the first location at the first time, the first public weather data being used to at least indicate three-dimensional wind field data of the first location at the first time.

6. The method according to any one of claims 1 to 5, characterized in that, The method further comprises: acquiring a fourth wind speed of a second location where the aircraft is located in a process that the aircraft is in a target flight phase; controlling the aircraft to land based on a target landing strategy in a case where the fourth wind speed is higher than the flight wind speed threshold; wherein the target landing strategy is a landing strategy corresponding to the target flight phase.

7. The method of claim 6, wherein, The fourth wind speed is determined based on a wind speed detected by the aircraft at a second time and / or second public weather data; wherein the second time is a time when the aircraft is located in the second location, and the second public weather data is public weather data corresponding to the second location at the second time, the second public weather data being used to at least indicate three-dimensional wind field data of the second location at the second time.

8. The method of claim 6, wherein, The aircraft is located in a first nest before taking off, and the controlling of the aircraft to land based on the target landing strategy comprises: acquiring a fifth wind speed of a location where the first nest is located at a second time, the second time being a time when the aircraft is located in the second location; controlling the aircraft to land to a reserve landing point corresponding to the first nest in a case where the fifth wind speed is higher than the flight wind speed threshold. In a case where the fifth wind speed is lower than or equal to the flight wind speed threshold, the UAV is controlled to land on the first nest.

9. The method of claim 6, wherein, When the target flight phase is the cruising phase, the target landing strategy is used to control the UAV to land, including: obtaining a sixth wind speed at a second location of a second nest at a second time, the second nest being a nest closest to the second location among a plurality of nests, the plurality of nests including nests having a distance from the second location less than a first distance, the second time being a time when the UAV is at the second location; In a case where the sixth wind speed is higher than the flight wind speed threshold, the UAV is controlled to land on a first emergency landing point, the first emergency landing point being an emergency landing point closest to the second location among a plurality of emergency landing points, the plurality of emergency landing points including emergency landing points having a distance from the second location less than the first distance; In a case where the sixth wind speed is lower than or equal to the flight wind speed threshold, the UAV is controlled to land on the second nest.

10. The method of claim 6, wherein, When the target flight phase is the cruising phase, the target landing strategy is used to control the UAV to land, including: obtaining a sixth wind speed at a second location of a second nest at a second time, the second nest being a nest closest to the second location among a plurality of nests, the plurality of nests including nests having a distance from the second location less than a first distance, the second time being a time when the UAV is at the second location; In a case where the sixth wind speed is higher than the flight wind speed threshold, the UAV is controlled to land on a first emergency landing point, the first emergency landing point being an emergency landing point closest to the second location among a plurality of emergency landing points, the plurality of emergency landing points including emergency landing points having a distance from the second location less than the first distance; In a case where the sixth wind speed is lower than or equal to the flight wind speed threshold, the UAV is controlled to land on the second nest.

11. The method of claim 10, wherein, When the target flight phase is the cruising phase, the target landing strategy is used to control the UAV to land, including: obtaining a sixth wind speed at a second location of a second nest at a second time, the second nest being a nest closest to the second location among a plurality of nests, the plurality of nests including nests having a distance from the second location less than a first distance, the second time being a time when the UAV is at the second location; In a case where the sixth wind speed is higher than the flight wind speed threshold, the UAV is controlled to land on a first emergency landing point, the first emergency landing point being an emergency landing point closest to the second location among a plurality of emergency landing points, the plurality of emergency landing points including emergency landing points having a distance from the second location less than the first distance; In a case where the sixth wind speed is lower than or equal to the flight wind speed threshold, the UAV is controlled to land on the second nest.

12. The method according to any one of claims 8-11, characterized in that, The method further includes:

13. A flight control device, characterized by, In a case where the UAV is in a low power state, the UAV is controlled to hover by a backup power supply of the UAV; 14. A flight control device, characterized by, The control of the UAV to land on the emergency landing point corresponding to the third nest includes:

15. The flight control device of claim 14, wherein, In a case where the hovering duration reaches a first duration and the wind speed at the location of the third nest at a third time is still higher than the flight wind speed threshold, the UAV is controlled to land on the emergency landing point corresponding to the third nest, the third time being a time when the hovering duration of the UAV reaches the first duration. The emergency landing point has a distance from an electronic fence of the UAV greater than a second distance, and a coverage range of the electronic fence at least includes a road area and a densely populated area. The device includes units for performing the method of any one of claims 1-12. The device includes a memory and a processor, wherein the memory is configured to store a computer program or instructions, and the processor is configured to execute the computer program or instructions in the memory, and when the computer program or instructions are executed by the processor, the flight control device is caused to perform the method of any one of claims 1-12. The flight control device is a UAV, or the flight control device is a ground control device of the UAV, and the ground control device further includes a communication interface configured to connect the ground control device with the UAV. The flight control device is a UAV, or the flight control device is a ground control device of the UAV, and the ground control device further includes a communication interface configured to connect the ground control device with the UAV.

16. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program or computer instructions, which, when executed by the flight control device, causes the flight control device to perform the method of any one of claims 1-12.

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