A dynamic avoidance control method and system for a polygon no-fly boundary, and an aircraft

Abstract

The present disclosure relates to the technical field of airspace control of unmanned aerial vehicles, and particularly relates to a dynamic avoidance control method and system for a polygonal no-fly boundary, and an aircraft. The method comprises: when it is determined that the aircraft is in an included angle control region, for each of two adjacent boundary lines in the included angle control region, according to a line segment equation of the boundary line, obtaining a nearest distance between the aircraft and the boundary line and a corresponding nearest line segment; according to a unit normal vector of the corresponding nearest line segment, obtaining a normal velocity component of the aircraft on the boundary line; according to real-time normal velocity components of the aircraft on the two adjacent boundary lines, determining an acceleration direction range of the aircraft in the included angle control region; and based on the acceleration direction range, adjusting a horizontal acceleration vector of the aircraft in real time, wherein the aircraft flies in the included angle control region according to the adjusted horizontal acceleration vector. The present disclosure realizes accurate avoidance of the aircraft in the scene of multiple no-fly boundary lines.

Description

Technical Field

[0001] This disclosure relates to the field of airspace management technology for unmanned aerial vehicles (UAVs), specifically to a dynamic avoidance control method and system for polygonal no-fly zones, and an aircraft. Background Technology

[0002] With the rapid development of the low-altitude economy, the flight scenarios of aircraft (especially drones) are becoming increasingly complex. Numerous no-fly zones defined in polygonal form exist in the airspace, and overlaps between multiple no-fly zones are frequent. Overlapping angle areas, constrained by two no-fly boundaries simultaneously, suffer from low detection accuracy, inadequate handling of overlapping areas, and coarse evasion control, becoming a weak link in aircraft evasion control. There is an urgent need for a method to achieve precise dynamic evasion control for aircraft in overlapping angle areas. Summary of the Invention

[0003] To address the problems in the related technologies, this disclosure provides a dynamic avoidance control method and system, and an aircraft, for polygonal no-fly boundaries.

[0004] In a first aspect, this disclosure provides a dynamic avoidance control method for polygonal no-fly zones, the method being applied to an aircraft, wherein the polygonal no-fly zone comprises multiple boundary lines, and the method includes:

[0005] Obtain the current horizontal position coordinates of the aircraft; based on the current horizontal position coordinates, determine whether the distance between the aircraft and each of the multiple boundary lines is less than the corresponding preset safe distance threshold.

[0006] When the distance between the aircraft and any two adjacent boundary lines among the multiple boundary lines is less than the corresponding preset safe distance threshold, the aircraft is determined to be in the angle control area.

[0007] For each of the two adjacent boundary lines in the included angle control area, the shortest distance between the aircraft and the boundary line and the corresponding shortest line segment are obtained according to the line segment equation of the boundary line; based on the unit normal vector of the corresponding shortest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the shortest line segment and points to the interior of the no-fly zone defined by the shortest line segment;

[0008] Based on the normal velocity components of the aircraft on two adjacent boundary lines in the included angle control area, the acceleration direction range of the aircraft in the included angle control area is determined; the horizontal acceleration vector of the aircraft is adjusted in real time based on the acceleration direction range, wherein the aircraft flies in the included angle control area according to the real-time adjusted horizontal acceleration vector, and the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range.

[0009] According to embodiments of this disclosure, obtaining the shortest distance and the corresponding shortest line segment between the aircraft and the boundary line based on the line segment equation of the boundary line includes:

[0010] Obtain the set of boundary points of the boundary line, the set of boundary points including multiple boundary points arranged sequentially on the boundary line;

[0011] For the boundary line, a corresponding set of directed line segments is obtained based on the set of boundary points of the boundary line. The set of directed line segments includes multiple directed line segments. The length of the directed line segment is the length of the line segment between adjacent boundary points in the set of boundary points. The direction of the directed line segment is the direction from the previous boundary point to the next boundary point among the adjacent boundary points.

[0012] The set of directed line segments of the boundary line is converted into line segment equations to obtain the line segment equations of the boundary line.

[0013] According to embodiments of this disclosure, obtaining the shortest distance and the corresponding shortest line segment between the aircraft and the boundary line based on the line segment equation of the boundary line further includes:

[0014] Based on the line segment equation of the boundary line, calculate the horizontal distance between the horizontal position coordinates of the aircraft and each directed line segment in the set of directed line segments of the boundary line. Take the minimum value among the calculated horizontal distances as the shortest distance between the aircraft and the boundary line, and take the directed line segment used to calculate the shortest distance as the corresponding shortest line segment.

[0015] According to embodiments of this disclosure, obtaining the current horizontal position coordinates of the aircraft includes:

[0016] Obtain a specified number of historical horizontal position coordinates and the current horizontal position coordinates of the aircraft;

[0017] A sliding window filter is used to smooth the specified number of historical horizontal position coordinates and the current horizontal position coordinates, and the smoothed horizontal position coordinates are used as the current horizontal position coordinates.

[0018] According to embodiments of this disclosure, determining the acceleration direction range of the aircraft within the angle control region based on the normal velocity components of the aircraft on two adjacent boundary lines within the angle control region includes:

[0019] Based on the direction of the normal velocity components of the aircraft on the two adjacent boundary lines, determine the unit back-to-back vectors of the two normal velocity components.

[0020] The angle region formed between two unit opposite vectors is the range of the aircraft's acceleration direction.

[0021] According to embodiments of this disclosure, the real-time adjustment of the aircraft's horizontal acceleration vector based on the acceleration direction range includes:

[0022] A desired horizontal velocity vector for the aircraft is defined, which is the horizontal velocity vector of the aircraft when it reaches a set distance, and the magnitude of the desired horizontal velocity vector is smaller than the magnitude of the current horizontal flight velocity vector.

[0023] The horizontal acceleration vector of the aircraft is adjusted in real time based on the aircraft's desired horizontal velocity vector and the current horizontal flight velocity vector, wherein the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range.

[0024] According to embodiments of this disclosure, the method further includes:

[0025] When the distance between the aircraft and any one of the multiple boundary lines is less than the corresponding preset safe distance threshold, the aircraft is determined to be in a normal scenario.

[0026] For a boundary line in the conventional scenario where the distance is less than the corresponding preset safe distance threshold, the nearest distance between the aircraft and the boundary line and the corresponding nearest line segment are obtained according to the line segment equation of the boundary line; based on the unit normal vector of the corresponding nearest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the nearest line segment and points to the interior of the no-fly zone defined by the nearest line segment;

[0027] The normal velocity component of the aircraft on the boundary line is set to zero to obtain an adjusted flight velocity vector, wherein the aircraft flies according to the adjusted flight velocity vector in the normal scenario.

[0028] Secondly, this disclosure provides a dynamic avoidance control system for polygonal no-fly zones, wherein the polygonal no-fly zone includes multiple boundary lines, and the system includes a main control module installed in the aircraft; wherein...

[0029] The main control module is configured to: obtain the current horizontal position coordinates of the aircraft; and determine, based on the current horizontal position coordinates, whether the distance between the aircraft and each of the multiple boundary lines is less than the corresponding preset safe distance threshold.

[0030] When the distance between the aircraft and any two adjacent boundary lines among the multiple boundary lines is less than the corresponding preset safe distance threshold, the aircraft is determined to be in the angle control area.

[0031] For each of the two adjacent boundary lines in the included angle control area, the shortest distance between the aircraft and the boundary line and the corresponding shortest line segment are obtained according to the line segment equation of the boundary line; based on the unit normal vector of the corresponding shortest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the shortest line segment and points to the interior of the no-fly zone defined by the shortest line segment;

[0032] Based on the normal velocity components of the aircraft on two adjacent boundary lines in the included angle control area, the acceleration direction range of the aircraft in the included angle control area is determined; the horizontal acceleration vector of the aircraft is adjusted in real time based on the acceleration direction range, wherein the aircraft flies in the included angle control area according to the real-time adjusted horizontal acceleration vector, and the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range.

[0033] According to embodiments of this disclosure, the system further includes: a positioning module and a measurement module;

[0034] The positioning module is configured to obtain the current horizontal position coordinates of the aircraft;

[0035] The measurement module is configured to acquire the aircraft's current horizontal flight speed vector.

[0036] According to embodiments of this disclosure, the main control module is further configured as follows:

[0037] When the distance between the aircraft and any one of the multiple boundary lines is less than the corresponding preset safe distance threshold, the aircraft is determined to be in a normal scenario.

[0038] For a boundary line in the conventional scenario where the distance is less than the corresponding preset safe distance threshold, the nearest distance between the aircraft and the boundary line and the corresponding nearest line segment are obtained according to the line segment equation of the boundary line; based on the unit normal vector of the corresponding nearest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the nearest line segment and points to the interior of the no-fly zone defined by the nearest line segment;

[0039] The normal velocity component of the aircraft on the boundary line is set to zero to obtain an adjusted flight velocity vector, wherein the aircraft flies according to the adjusted flight velocity vector in the normal scenario.

[0040] Thirdly, embodiments of this disclosure provide an aircraft including a dynamic avoidance control system as described in any of the second aspects.

[0041] According to the technical solution provided in this disclosure, when the distance between an aircraft and any two adjacent boundary lines among multiple boundary lines is less than the corresponding preset safe distance threshold, it is determined that the aircraft is in an angle control zone. At this time, for each of the two adjacent boundary lines in the angle control zone, the shortest distance between the aircraft and the boundary line and the corresponding shortest line segment are obtained according to the line segment equation of the boundary line. Based on the unit normal vector of the corresponding shortest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line. Then, based on the normal velocity components of the aircraft on the two adjacent boundary lines in the angle control zone, the acceleration direction range of the aircraft in the angle control zone is determined. The horizontal acceleration vector of the aircraft is adjusted in real time based on the acceleration direction range, enabling the aircraft to fly in the angle control zone according to the adjusted horizontal acceleration vector.

[0042] This disclosure can simultaneously consider the constraints of multiple no-fly zone boundaries and calculate the safe direction of the aircraft in real time, avoiding the aircraft from getting stuck in areas that cannot be avoided (such as the tip of an angled area). It also has higher detection accuracy, ensuring a safe distance between the aircraft and the no-fly zone boundary, and is closer to actual application scenarios (polygonal no-fly zones often overlap in actual airspace). It is highly practical and applicable to compliant flight control in no-fly zones for various types of aircraft such as manned aircraft and unmanned aircraft. It is especially suitable for precise no-fly zone avoidance in scenarios with multiple no-fly zone boundaries.

[0043] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0044] Other features, objects, and advantages of this disclosure will become more apparent from the following detailed description of non-limiting embodiments, taken in conjunction with the accompanying drawings. In the drawings:

[0045] Figure 1 A flowchart is shown for a dynamic avoidance control method for a polygonal no-fly boundary according to an embodiment of the present disclosure;

[0046] Figure 2 This diagram illustrates a scenario in which the dynamic evasion control method is applied in an embodiment of this disclosure.

[0047] Figure 3 This diagram illustrates another scenario in which the dynamic evasion control method is applied in the embodiments of this disclosure.

[0048] Figure 4 This diagram illustrates another scenario in which the dynamic evasion control method is applied in the embodiments of this disclosure.

[0049] Figure 5 This diagram illustrates another scenario in which the dynamic evasion control method is applied in the embodiments of this disclosure.

[0050] Figure 6 This diagram illustrates the acquisition of the acceleration direction range in the dynamic avoidance control method according to an embodiment of the present disclosure;

[0051] Figure 7 Show Figure 6 The example shown illustrates the adjustment of the horizontal acceleration vector;

[0052] Figure 8 A structural block diagram of a dynamic avoidance control system for a polygonal no-fly boundary according to an embodiment of the present disclosure is shown. Detailed Implementation

[0053] In the following, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings to enable those skilled in the art to readily implement them. Furthermore, for clarity, portions unrelated to the description of exemplary embodiments have been omitted from the drawings.

[0054] In this disclosure, it should be understood that terms such as “comprising” or “having” are intended to indicate the presence of features, figures, steps, behaviors, components, parts or combinations thereof disclosed in this specification, and are not intended to exclude the possibility of the presence or addition of one or more other features, figures, steps, behaviors, components, parts or combinations thereof.

[0055] It should also be noted that, unless otherwise specified, the embodiments and features described in this disclosure can be combined with each other. This disclosure will now be described in detail with reference to the accompanying drawings and embodiments.

[0056] In this disclosure, any operation involving the acquisition of user information or user data, or the display of user information or user data to others, is an operation authorized or confirmed by the user, or actively selected by the user.

[0057] As mentioned earlier, the existing no-fly zone control scheme has the following technical defects:

[0058] 1. Lack of handling of overlapping areas: For overlapping polygonal no-fly zones, existing technologies mostly treat the overlapping area as a single "high-priority no-fly zone" without separately detecting the distance between the aircraft and the boundaries of the two no-fly zones; especially in the overlapping angle area, the situation where the aircraft approaches two boundary lines at the same time is not considered, which can easily lead to the risk of the other boundary being crossed due to the restriction of a single boundary.

[0059] 2. Crude avoidance control: Existing avoidance methods are mostly "alarm + forced return" or "overall deceleration", which do not combine the relative position between the aircraft and the no-fly zone boundary (especially the two-way constraint of the angle area) for precise control, which can easily lead to over-avoidance or under-avoidance.

[0060] This disclosure provides a dynamic avoidance control method for polygonal no-fly boundaries, the method being applied to aircraft, wherein the polygonal no-fly boundary comprises multiple boundary lines, and the method includes:

[0061] Obtain the current horizontal position coordinates of the aircraft; based on the current horizontal position coordinates, determine whether the distance between the aircraft and each of the multiple boundary lines is less than the corresponding preset safe distance threshold.

[0062] When the distance between the aircraft and any two adjacent boundary lines among the multiple boundary lines is less than the corresponding preset safe distance threshold, the aircraft is determined to be in the angle control area.

[0063] For each of the two adjacent boundary lines in the included angle control area, the shortest distance between the aircraft and the boundary line and the corresponding shortest line segment are obtained according to the line segment equation of the boundary line; based on the unit normal vector of the corresponding shortest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the shortest line segment and points to the interior of the no-fly zone defined by the shortest line segment;

[0064] Based on the normal velocity components of the aircraft on two adjacent boundary lines in the included angle control area, the acceleration direction range of the aircraft in the included angle control area is determined; the horizontal acceleration vector of the aircraft is adjusted in real time based on the acceleration direction range, wherein the aircraft flies in the included angle control area according to the real-time adjusted horizontal acceleration vector, and the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range.

[0065] This disclosure can simultaneously consider the constraints of multiple no-fly zone boundaries, calculate the safe direction in real time, and achieve higher detection accuracy, ensuring a safe distance between the aircraft and the no-fly zone boundary, and is closer to actual application scenarios; it is applicable to compliant flight control in no-fly zones for various types of aircraft such as manned aircraft and unmanned aircraft, and is especially suitable for precise no-fly zone avoidance in scenarios with multiple no-fly zone boundaries.

[0066] Figure 1 A flowchart is shown for a dynamic avoidance control method for polygonal no-fly boundaries according to an embodiment of the present disclosure.

[0067] In this disclosure, the dynamic avoidance control method is applied to an aircraft, which may be an unmanned aerial vehicle (UAV), a manned aircraft, or the like.

[0068] like Figure 1 As shown, the dynamic avoidance control method includes the following steps S101~S104:

[0069] In step S101, the current horizontal position coordinates of the aircraft are obtained; based on the current horizontal position coordinates, it is determined whether the distance between the aircraft and each of the multiple boundary lines is less than the corresponding preset safe distance threshold.

[0070] To help users fly in compliance with regulations, manufacturers install geofencing systems in aircraft flight control systems. These geofencing systems contain a built-in database with pre-stored information on all no-fly zones. During flight, the system compares the aircraft's position with the no-fly zone data in real time, thereby preventing it from entering no-fly zones.

[0071] It is known that most common no-fly zones typically encompass a vertical range, such as "from the ground to 500 meters above sea level." However, in the engineering implementation of aircraft control systems, to simplify calculations, such three-dimensional airspace constraints are often simplified into two-dimensional geofences (i.e., horizontally projected polygons) with a uniform height restriction. Specifically, when implementing boundary avoidance control, the system only needs to handle the relative positional relationship between the aircraft and the polygonal no-fly zone on the horizontal plane, without introducing complex three-dimensional vector calculations, thereby improving the processing efficiency and capabilities of the aircraft system.

[0072] In this disclosure, the aircraft obtains the current horizontal position information through a positioning system, which may be a combination of GPS positioning / BeiDou satellite positioning + inertial measurement unit (IMU), but is not limited to this; the sampling frequency of the positioning system is not less than 10Hz, thereby ensuring the real-time nature of the obtained current horizontal position information of the aircraft.

[0073] According to embodiments of this disclosure, obtaining the current horizontal position coordinates of the aircraft includes: obtaining a specified number of historical horizontal position coordinates and the current horizontal position coordinates of the aircraft; applying a sliding window filter to smooth the specified number of historical horizontal position coordinates and the current horizontal position coordinates, and using the smoothed horizontal position coordinates as the current horizontal position coordinates. The specified number can be set according to requirements.

[0074] Specifically, a sliding window filter is used to smooth the aircraft's multiple historical horizontal position coordinates at historical times and the current horizontal position coordinates. The smoothed horizontal position coordinates are then used as the final current horizontal position coordinates. This removes positioning noise, such as abrupt distance changes caused by GPS system offsets, and improves the accuracy of the acquired positioning information.

[0075] In step S102, when the distance between the aircraft and any two adjacent boundary lines among the multiple boundary lines is less than the corresponding preset safe distance threshold, it is determined that the aircraft is in the angle control area.

[0076] In this disclosure, the polygonal no-fly zone boundary includes multiple boundary lines, which may belong to the same no-fly zone or multiple no-fly zones. A corresponding safe distance threshold can be set for each boundary line according to the different no-fly zones. For example, the same preset safe distance threshold can be set for all boundary lines within the same no-fly zone. Different safe distance thresholds can also be set according to the type of aircraft, such as 50 meters for drones and 200 meters for manned aircraft, etc. In a specific embodiment, the aircraft is a drone, and the preset safe distance threshold for each of the multiple boundary lines is the same, for example, 50 meters for all of them.

[0077] In a polygonal no-fly zone, the intersection of two boundary lines forms an angled area. The angle mentioned in this disclosure refers to an angle (minor angle) of less than 180 degrees outside the no-fly zone, which is a dangerous area that aircraft need to dynamically avoid.

[0078] To more clearly illustrate the technical solution of this disclosure, the following is combined with... Figures 2-5The scenarios in which the dynamic avoidance control method in the embodiments of this disclosure is applied are described. Those skilled in the art should understand that... Figures 2-5 The examples shown are merely illustrative of the application scenarios of this disclosure and are not intended to limit the scope of protection of this disclosure.

[0079] Figure 2 This diagram illustrates a scenario in which the dynamic evasion control method is applied in an embodiment of this disclosure; Figure 2 In the application scenario shown, there are three no-fly zones: No-fly zone 1, No-fly zone 2, and No-fly zone 3. No-fly zone 1 and No-fly zone 3 are both irregular polygons, and these three no-fly zones ultimately form four angled control areas. Among them, one boundary line of No-fly zone 1, one boundary line of No-fly zone 2, and one boundary line of No-fly zone 3 together constitute angled control area 1; one boundary line of No-fly zone 1 and one boundary line of No-fly zone 2 together constitute angled control areas 2 and 3; and one boundary line of No-fly zone 2 and one boundary line of No-fly zone 3 together constitute angled control area 4.

[0080] Figure 3 This illustration shows another scenario in which the dynamic evasion control method is applied in an embodiment of this disclosure; Figure 3 In the application scenario shown, there are two no-fly zones: No-fly zone 1 and No-fly zone 2. Both No-fly zone 1 and No-fly zone 2 are irregular polygons, ultimately forming two angled control areas. Specifically, one boundary line of No-fly zone 1 and two boundary lines of No-fly zone 2 together constitute angled control area 1, and one boundary line of No-fly zone 1 and one boundary line of No-fly zone 2 together constitute angled control area 2.

[0081] Figure 4 This illustration shows another scenario in which the dynamic evasion control method is applied in an embodiment of this disclosure; Figure 4 In the application scenario shown, there is a no-fly zone 1 with an irregular polygonal shape; the two boundary lines of the no-fly zone 1 separately constitute the angle control area 1.

[0082] Figure 5 This diagram illustrates another scenario in which the dynamic evasion control method is applied, as shown in the embodiments of this disclosure; Figure 5 In the application scenario shown, there are two no-fly zones: No-fly zone 1 and No-fly zone 2. No-fly zone 1 is an irregular polygon, and no-fly zone 2 is a circle. These two no-fly zones together form three angle control areas. Specifically, the two boundary lines of no-fly zone 1 together form angle control area 1, and the two boundary lines of no-fly zone 1, together with the boundary line of no-fly zone 2, form angle control area 2 and angle control area 3, respectively.

[0083] The application scenarios of this disclosure are not specifically limited to the number of no-fly zones, the shape of the boundary lines, the number of boundary lines, etc.

[0084] In step S103, for each of the two adjacent boundary lines in the included angle control area, the nearest distance between the aircraft and the boundary line and the corresponding nearest line segment are obtained according to the line segment equation of the boundary line; based on the unit normal vector of the corresponding nearest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the nearest line segment and points to the interior of the no-fly zone defined by the nearest line segment.

[0085] Before an aircraft is identified as being in an angle control zone, it must be in the process of continuously approaching the two adjacent boundary lines of the angle control zone before it is finally identified as being in the angle control zone. Therefore, the normal velocity component of the aircraft's horizontal flight velocity vector on these two boundary lines must be greater than zero.

[0086] According to embodiments of this disclosure, obtaining the shortest distance and the corresponding shortest line segment between the aircraft and the boundary line based on the line segment equation of the boundary line includes:

[0087] Obtain the set of boundary points of the boundary line, which includes multiple boundary points arranged sequentially on the boundary line; for the boundary line, obtain the corresponding set of directed line segments based on the set of boundary points, wherein the set of directed line segments includes multiple directed line segments, the length of each directed line segment is the length of the line segment between adjacent boundary points in the set of boundary points, and the direction of each directed line segment is the direction from the previous boundary point to the next boundary point among the adjacent boundary points; convert the set of directed line segments of the boundary line into a line segment equation to obtain the line segment equation of the boundary line.

[0088] The following section uses a boundary line A of any no-fly zone as an example to illustrate the equation of the boundary line segment.

[0089] Sequentially collect m boundary points a1, a2, ..., a of boundary line A. m Obtain the set of boundary points: A = {a1, a2, ..., a...} m The direction of each directed line segment is unified by sorting it clockwise, resulting in a set of directed line segments A'={a1a2,a2a3,...,a...}. m- 1a m ,a m a m+1}, where a i a i+1 The middle is from ai Pointing to a i+1 a directed line segment i Let a1 be any one of the m boundary points. Since the boundary of any region must be closed, starting from boundary point a1 and walking along boundary line A, one must eventually return to the starting point a1 to form a complete closed region. Therefore, a1 = ... m+1 =a1. Let the set of directed line segments A' = {a1a2,a2a3,...,a...} m-1 a m ,a m a m+1 Converting this to a line segment equation, any line segment can be represented in vector form as: P(t) = a i +t・(a i+1 -a i (t∈[0,1]).

[0090] Further, based on the line segment equation of the boundary line, the horizontal distance between the horizontal position coordinates of the aircraft and each directed line segment in the set of directed line segments of the boundary line is calculated. The minimum value among the calculated horizontal distances is taken as the shortest distance between the aircraft and the boundary line, and the directed line segment used to calculate the shortest distance is taken as the corresponding shortest line segment.

[0091] Specifically, the horizontal distance between the aircraft's horizontal position coordinates and each directed line segment in the set of directed line segments is calculated. The minimum value among all the calculated horizontal distances is selected as the shortest distance between the aircraft and the boundary line, and the directed line segment used to calculate the shortest distance is the corresponding shortest line segment.

[0092] In step S104, the acceleration direction range of the aircraft in the angle control area is determined based on the normal velocity components of the aircraft on two adjacent boundary lines in the angle control area; the horizontal acceleration vector of the aircraft is adjusted in real time based on the acceleration direction range, wherein the aircraft flies in the angle control area according to the real-time adjusted horizontal acceleration vector, and the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range.

[0093] According to an embodiment of this disclosure, determining the acceleration direction range of the aircraft in the angle control region based on the normal velocity components of the aircraft on two adjacent boundary lines in the angle control region includes: determining the unit back-vectors of the two normal velocity components based on the directions of the normal velocity components of the aircraft on the two adjacent boundary lines; the angle region formed between the two unit back-vectors is the acceleration direction range of the aircraft.

[0094] Figure 6 This diagram illustrates the acquisition of the acceleration direction range in the dynamic avoidance control method according to an embodiment of the present disclosure.

[0095] like Figure 6 As shown, it is assumed that the aircraft is already in a certain position at the current moment. Figure 6 In the angle control area shown, the two adjacent no-fly zones within the angle control area are no-fly zone l and no-fly zone m. Further assuming the aircraft's current horizontal flight speed vector is V+, then the normal velocity components of the horizontal flight speed vector V+ on no-fly zone l and no-fly zone m are V... l + and V m +, its V l + and V m The unit reverse vector of + is V l -and V m -, at this time, V l -and V m The angle formed between - is the range of acceleration direction determined for the current angle control area.

[0096] According to embodiments of this disclosure, the real-time adjustment of the aircraft's horizontal acceleration vector based on the acceleration direction range includes:

[0097] A desired horizontal velocity vector for the aircraft is defined, which is the horizontal velocity vector of the aircraft when it reaches a set distance, and the magnitude of the desired horizontal velocity vector is smaller than the magnitude of the current horizontal flight velocity vector.

[0098] The horizontal acceleration vector of the aircraft is adjusted in real time based on the aircraft's desired horizontal velocity vector and the current horizontal flight velocity vector, wherein the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range.

[0099] Specifically, the set distance can be set according to the user's needs. For example, it can be the distance between any of the adjacent boundary lines in the angle control area. Assuming that the preset safe distance threshold for each boundary line in the angle control area is 50 meters, the set distance can be a position 20 meters or 10 meters away from the boundary line.

[0100] Figure 7 Show Figure 6The example shown illustrates the adjustment of the horizontal acceleration vector. After determining the acceleration direction range for the angle control area, a flight target needs to be set for the aircraft, namely, the desired horizontal flight speed vector to be achieved from the current horizontal flight speed. The aircraft can then adjust its horizontal acceleration vector in real time according to this set flight target, ensuring that the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range. Specifically, the direction of the adjusted horizontal acceleration vector is within the angle region of the acceleration direction range and points outward from the apex of that angle region.

[0101] The following uses a drone as a specific example to illustrate how the direction of the adjusted horizontal acceleration vector falls within the range of acceleration directions.

[0102] like Figure 7 As shown, assuming the desired horizontal velocity vector of the drone is 0, a flight speed command needs to be applied to the drone so that it gradually decelerates until it stops under the control of this flight speed command. The direction of the acceleration 'a' achieved by this flight speed command is located at V. l -and V m - Within the angle formed by the angle, and pointing outward from the vertex of this angle. This flight speed command ultimately enables the UAV to obtain a reverse velocity vector based on the current velocity vector V+. In order for the UAV to decelerate smoothly without sudden stopping, the projection of the reverse velocity vector obtained by adjusting the horizontal acceleration vector onto the reverse extension line of the current horizontal flight velocity vector V+ needs to be smaller than the size of the current horizontal flight velocity vector V+. This allows the UAV to decelerate smoothly and ultimately achieve the desired horizontal velocity vector.

[0103] This disclosure can simultaneously consider the constraints of multiple no-fly zone boundaries, calculate the safe direction of the aircraft in real time, and prevent the aircraft from getting stuck in areas that cannot be avoided (such as the tip of an angled area); it has higher detection accuracy and ensures a safe distance between the aircraft and the no-fly zone boundary. Furthermore, the adjustment of flight speed commands is not limited to just one direction, but is within a range of an angle (acceleration direction range), making control more flexible.

[0104] According to an embodiment of this disclosure, when the distance between the aircraft and any one of the multiple boundary lines is less than the corresponding preset safe distance threshold, the aircraft is determined to be in a normal scenario.

[0105] For a boundary line in the conventional scenario where the distance is less than the corresponding preset safe distance threshold, the nearest distance between the aircraft and the boundary line and the corresponding nearest line segment are obtained according to the line segment equation of the boundary line; based on the unit normal vector of the corresponding nearest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the nearest line segment and points to the interior of the no-fly zone defined by the nearest line segment;

[0106] The normal velocity component of the aircraft on the boundary line is set to zero to obtain an adjusted flight velocity vector, wherein the aircraft flies according to the adjusted flight velocity vector in the normal scenario.

[0107] Figure 8 A structural block diagram of a dynamic avoidance control system for a polygonal no-fly boundary according to an embodiment of the present disclosure is shown.

[0108] like Figure 8 As shown, the dynamic avoidance control system 800 includes a main control module 810, a positioning module 820, and a measurement module 830.

[0109] The main control module 810 is configured to: obtain the current horizontal position coordinates of the aircraft; and determine, based on the current horizontal position coordinates, whether the distance between the aircraft and each of the multiple boundary lines is less than the corresponding preset safe distance threshold.

[0110] When the distance between the aircraft and any two adjacent boundary lines among the multiple boundary lines is less than the corresponding preset safe distance threshold, the aircraft is determined to be in the angle control area.

[0111] For each of the two adjacent boundary lines in the included angle control area, the shortest distance between the aircraft and the boundary line and the corresponding shortest line segment are obtained according to the line segment equation of the boundary line; based on the unit normal vector of the corresponding shortest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the shortest line segment and points to the interior of the no-fly zone defined by the shortest line segment;

[0112] Based on the normal velocity components of the aircraft on two adjacent boundary lines in the included angle control area, the acceleration direction range of the aircraft in the included angle control area is determined; the horizontal acceleration vector of the aircraft is adjusted in real time based on the acceleration direction range, wherein the aircraft flies in the included angle control area according to the real-time adjusted horizontal acceleration vector, and the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range.

[0113] The positioning module 820 is configured to obtain the current horizontal position coordinates of the aircraft.

[0114] The measurement module 830 is configured to acquire the current horizontal flight speed vector of the aircraft.

[0115] According to embodiments of this disclosure, the main control module 810 is further configured to:

[0116] When the distance between the aircraft and any one of the multiple boundary lines is less than the corresponding preset safe distance threshold, the aircraft is determined to be in a normal scenario.

[0117] For a boundary line in the conventional scenario where the distance is less than the corresponding preset safe distance threshold, the nearest distance between the aircraft and the boundary line and the corresponding nearest line segment are obtained according to the line segment equation of the boundary line; based on the unit normal vector of the corresponding nearest line segment, the normal velocity component of the aircraft's current horizontal flight speed vector on the unit normal vector is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the nearest line segment and points to the interior of the no-fly zone defined by the nearest line segment;

[0118] The normal velocity component of the aircraft on the boundary line is set to zero to obtain an adjusted flight velocity vector, wherein the aircraft flies according to the adjusted flight velocity vector in the normal scenario.

[0119] This disclosure also discloses an aircraft including a dynamic avoidance control system as described in any of the previous embodiments.

[0120] The above description is merely a preferred embodiment of this disclosure and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this disclosure is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above-described features with (but not limited to) technical features disclosed in this disclosure that have similar functions.

Claims

1. A dynamic avoidance control method for a polygonal no-fly boundary, characterized in that, The method is applied to an aircraft, the polygon flight-prohibited boundary includes a plurality of boundary lines, and the method comprises: obtaining a current horizontal position coordinate of the aircraft; determining whether the distance between the aircraft and each of the plurality of boundary lines is less than a corresponding preset safety distance threshold according to the current horizontal position coordinate; when the distance between the aircraft and any two adjacent boundary lines of the plurality of boundary lines is less than a corresponding preset safety distance threshold, determining that the aircraft is in an angle control region; for each of the two adjacent boundary lines in the angle control region, obtaining a closest distance between the aircraft and the boundary line and a corresponding closest line segment according to a line segment equation of the boundary line; and calculating a normal speed component of a current horizontal flight speed vector of the aircraft on a unit normal vector of the corresponding closest line segment as a normal speed component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the closest line segment and points to the inside of a flight-prohibited area defined by the closest line segment; determining an acceleration direction range of the aircraft in the angle control region according to the normal speed components of the aircraft on the two adjacent boundary lines in the angle control region; and adjusting a horizontal acceleration vector of the aircraft in real time based on the acceleration direction range, wherein the aircraft flies in the angle control region according to the real-time adjusted horizontal acceleration vector, and the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range.

2. The method of claim 1, wherein, The method comprises: obtaining a boundary point set of the boundary line, wherein the boundary point set comprises a plurality of boundary points arranged in sequence on the boundary line; for the boundary line, obtaining a corresponding directed line segment set according to the boundary point set of the boundary line, wherein the directed line segment set comprises a plurality of directed line segments, the length of the directed line segment is the length of a line segment between adjacent boundary points in the boundary point set, and the direction of the directed line segment is the direction from a previous boundary point to a next boundary point in the adjacent boundary points; converting the directed line segment set of the boundary line into a line segment equation to obtain the line segment equation of the boundary line.

3. The method of claim 2, wherein, The method further comprises: calculating the horizontal distance between the horizontal position coordinate of the aircraft and each of the directed line segments in the directed line segment set of the boundary line according to the line segment equation of the boundary line, taking the minimum value of the calculated horizontal distances as the closest distance between the aircraft and the boundary line, and taking the directed line segment used when calculating the closest distance as the corresponding closest line segment.

4. The method of claim 1, wherein, The method further comprises: obtaining a specified number of historical horizontal position coordinates of the aircraft and a horizontal position coordinate at a current time. The specified number of historical horizontal position coordinates and the horizontal position coordinate at the current moment are smoothed by using a sliding window filter, and the smoothed horizontal position coordinate is taken as the current horizontal position coordinate.

5. The method of claim 1, wherein, The method comprises the following steps: According to the directions of the normal velocity components of the aircraft on the two adjacent boundary lines, the unit reverse vectors of the two normal velocity components are determined. The angle region formed between the two unit reverse vectors is the acceleration direction range of the aircraft.

6. The method of claim 1, wherein, The method comprises the following steps: The expected horizontal velocity vector of the aircraft is set, which is the horizontal velocity vector of the aircraft when reaching a set distance, and the size of the expected horizontal velocity vector is smaller than the size of the current horizontal flight velocity vector. The horizontal acceleration vector of the aircraft is adjusted in real time according to the expected horizontal velocity vector of the aircraft and the current horizontal flight velocity vector, wherein the direction of the adjusted horizontal acceleration vector falls within the acceleration direction range.

7. The method of claim 1, wherein, The method further comprises the following steps: When the distance between the aircraft and any one of the plurality of boundary lines is less than the corresponding preset safety distance threshold, it is determined that the aircraft is in a regular scenario. For the boundary line in the regular scenario with a distance less than the corresponding preset safety distance threshold, the closest distance between the aircraft and the boundary line and the corresponding closest line segment are obtained according to the line segment equation of the boundary line; the normal velocity component of the current horizontal flight velocity vector of the aircraft on the unit normal vector of the corresponding closest line segment is calculated as the normal velocity component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the closest line segment and points to the inside of the no-fly zone defined by the closest line segment. The normal velocity component of the aircraft on the boundary line is set to zero to obtain an adjusted flight velocity vector, wherein the aircraft flies according to the adjusted flight velocity vector in the regular scenario.

8. A dynamic avoidance control system for a polygonal no-fly boundary, characterized by, The polygon no-fly boundary comprises a plurality of boundary lines, and the system comprises a main control module, which is arranged in an aircraft. The main control module is configured to obtain the current horizontal position coordinate of the aircraft; and determine whether the distance between the aircraft and each of the plurality of boundary lines is less than the corresponding preset safety distance threshold according to the current horizontal position coordinate. When the distance between the aircraft and any two adjacent boundary lines of the plurality of boundary lines is less than the corresponding preset safety distance threshold, it is determined that the aircraft is in an angle control region. For each of the adjacent two boundary lines in the included angle control area, according to a line segment equation of the boundary line, a nearest distance between the aircraft and the boundary line and a corresponding nearest line segment are obtained; according to a unit normal vector of the corresponding nearest line segment, a normal speed component of the current horizontal flight speed vector of the aircraft on the unit normal vector is calculated as a normal speed component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the nearest line segment and points to the inside of a no-fly zone defined by the nearest line segment; According to the normal speed components of the aircraft on the adjacent two boundary lines in the included angle control area, a range of acceleration direction of the aircraft in the included angle control area is determined; and a horizontal acceleration vector of the aircraft is adjusted in real time based on the range of acceleration direction, wherein the aircraft flies in the included angle control area according to the real-time adjusted horizontal acceleration vector, and a direction of the adjusted horizontal acceleration vector falls within the range of acceleration direction.

9. The system of claim 8, wherein, The system further comprises a positioning module and a measurement module; The positioning module is configured to obtain a current horizontal position coordinate of the aircraft; The measurement module is configured to obtain a current horizontal flight speed vector of the aircraft.

10. The system of claim 8, wherein, The main control module is further configured to: When a distance between the aircraft and any one of the plurality of boundary lines is less than a corresponding preset safety distance threshold, it is determined that the aircraft is in a regular scenario; For the boundary line in the regular scenario whose distance is less than the corresponding preset safety distance threshold, according to a line segment equation of the boundary line, a nearest distance between the aircraft and the boundary line and a corresponding nearest line segment are obtained; according to a unit normal vector of the corresponding nearest line segment, a normal speed component of the current horizontal flight speed vector of the aircraft on the unit normal vector is calculated as a normal speed component of the aircraft on the boundary line, wherein the unit normal vector is perpendicular to the nearest line segment and points to the inside of a no-fly zone defined by the nearest line segment; The normal speed component of the aircraft on the boundary line is set to zero to obtain an adjusted flight speed vector, wherein the aircraft flies in the regular scenario according to the adjusted flight speed vector.

11. An aircraft characterized by, The dynamic avoidance control system comprises the system according to any one of claims 8-10. The dynamic avoidance control system comprises the system according to any one of claims 8-10.

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