Flight navigation method, device, equipment and storage medium

Abstract

The embodiment of the invention provides a flight navigation method and device, equipment and a storage medium, and the method comprises the steps: controlling a user interface associated with a flying body to work in a first display mode when the flying body in flight does not detect an obstacle; the user interface in the first display mode displays a satellite map and flight information of the flight body; when the flying body in flight detects an obstacle, the user interface is controlled to work in a second display mode; the user interface in the second display mode displays a three-dimensional map of a flight environment where the flight body is located and obstacle prompt information, and the obstacle prompt information is used for early warning of the obstacle.

Description

Technical Field

[0001] This invention relates to the field of flight technology, and more specifically, to a flight navigation method, apparatus, device, and storage medium. Background Technology

[0002] To improve the safety of manned aircraft during flight, multiple displays are typically installed in the cockpit, with different information displayed on different screens, such as... Figure 1 As shown, Figure 1 This is a schematic diagram of the cockpit display screen of a manned aircraft in related technologies. It is evident that the current cockpit display screens of manned aircraft display too much information, making it difficult for the pilot to focus on high-urgency information in a timely manner. For example, if an obstacle appears in front of the manned aircraft, the excessive and unfocused information on the screen can easily prevent the pilot from noticing the obstacle in time, potentially leading to a safety accident. Summary of the Invention

[0003] In view of this, in order to at least solve the technical problem that the flight safety of existing manned aircraft is low due to the excessive and undifferentiated information displayed on the cockpit screen, the purpose of this invention is to provide a flight navigation method, device, equipment and storage medium.

[0004] To achieve the above objectives, the technical solutions adopted in the embodiments of the present invention are as follows:

[0005] A first aspect of the present invention provides a flight navigation method, comprising:

[0006] When the flying vehicle does not detect any obstacles during flight, the user interface associated with the flying vehicle operates in a first display mode; the user interface in the first display mode displays a satellite map and the flight trajectory of the flying vehicle;

[0007] When the flying vehicle detects an obstacle during flight, the user interface is controlled to operate in a second display mode. The user interface in the second display mode displays a three-dimensional map of the flight environment in which the flying vehicle is located and obstacle warning information, which is used to warn of the obstacle.

[0008] In an optional implementation, the user interface in the first display mode further displays the three-dimensional map, the display area occupied by the three-dimensional map being smaller than the display area occupied by the satellite map; and / or, the user interface in the second display mode further displays the satellite map, the display area occupied by the satellite map being smaller than the display area occupied by the three-dimensional map.

[0009] In an optional implementation, the method further includes:

[0010] When the user interface is in the first display mode, if an instruction is received triggered by the 3D map, the user interface is controlled to work in the second display mode.

[0011] And / or,

[0012] When the user interface is in the second display mode, if an instruction is received triggered by the satellite map, the user interface is controlled to operate in the first display mode.

[0013] In an optional implementation, the method further includes:

[0014] When the user interface is in the second display mode, the warning level of the obstacle is determined based on the distance between the flying object and the obstacle;

[0015] The display status of the obstacle is controlled according to the warning level of the obstacle.

[0016] In an optional implementation, the step of determining the warning level of the obstacle based on the distance between the flying vehicle and the obstacle includes:

[0017] When the distance between the flying object and the obstacle is greater than a first distance threshold and less than or equal to a second distance threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the distance between the flying object and the obstacle is less than or equal to the first distance threshold, the warning level of the obstacle is determined to be a Level 2 warning; or,

[0018] The obstacle avoidance distance of the flying vehicle is determined based on its flight speed; when the sum of the distance between the flying vehicle and the obstacle and the obstacle avoidance distance is greater than a first distance threshold and less than or equal to a second distance threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the sum of the distance between the flying vehicle and the obstacle and the obstacle avoidance distance is less than or equal to the first distance threshold, the warning level of the obstacle is determined to be a Level 2 warning; or...

[0019] The remaining obstacle avoidance time of the flying vehicle is determined based on its flight speed and the distance between the flying vehicle and the obstacle; when the remaining obstacle avoidance time is greater than a first time threshold and less than or equal to a second time threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the remaining obstacle avoidance time is less than or equal to the first time threshold, the warning level of the obstacle is determined to be a Level 2 warning.

[0020] The level of urgency of the Level II warning is higher than that of the Level I warning.

[0021] In an optional implementation, the step of controlling the display state of the obstacle according to its warning level includes:

[0022] The obstacle is controlled to be displayed at a frequency and / or in a color corresponding to its warning level.

[0023] In an optional implementation, the obstacle warning information includes at least one of the following: the forward flight path area of ​​the aircraft, the distance between the aircraft and the obstacle, and a warning message;

[0024] In the step of controlling the display state of the obstacle according to the warning level of the obstacle, the display state of the obstacle prompt information is also controlled according to the warning level of the obstacle.

[0025] In an optional implementation, when the flying body detects an obstacle during flight, the method further includes:

[0026] Upon receiving an obstacle avoidance control command, the obstacle avoidance path of the flight body is predicted based on the obstacle avoidance control command and displayed on the user interface in the second display mode.

[0027] In an optional implementation, after the obstacle avoidance path is displayed in the user interface of the second display mode, the method further includes:

[0028] Upon receiving an instruction generated by the adjustment of the obstacle avoidance path, determine the adjusted position information of the selected path point in the obstacle avoidance path;

[0029] The obstacle avoidance path is updated based on the position information of the unselected path points in the obstacle avoidance path and the adjusted position information of the selected path points, and then displayed on the user interface in the second display mode.

[0030] In an optional implementation, the method further includes:

[0031] When the aircraft is in takeoff mode, the user interface is controlled to operate in a third display mode. The user interface in the third display mode displays a three-dimensional map of the takeoff environment in which the aircraft is located, the current altitude of the aircraft, and the target altitude of the aircraft.

[0032] Accordingly, when the user interface is operating in the first display mode or the second display mode, the flying body in flight is not in the takeoff state.

[0033] A second aspect of the present invention provides a flight navigation device, comprising:

[0034] The control module is configured as follows:

[0035] When the flying vehicle does not detect any obstacles during flight, the user interface associated with the flying vehicle operates in a first display mode; the user interface in the first display mode displays a satellite map and the flight trajectory of the flying vehicle; and

[0036] When the flying vehicle detects an obstacle during flight, the user interface is controlled to operate in a second display mode. The user interface in the second display mode displays a three-dimensional map of the flight environment in which the flying vehicle is located and obstacle warning information, which is used to warn of the obstacle.

[0037] A third aspect of the present invention provides an electronic device including a processor and a memory, the memory storing machine-executable instructions executable by the processor, the processor executing the machine-executable instructions to implement the flight navigation method provided in the first aspect above.

[0038] A fourth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the flight navigation method provided in the first aspect described above.

[0039] The flight navigation method, apparatus, device, and storage medium provided in this invention, when the flight vehicle does not detect an obstacle, control the user interface associated with the flight vehicle to display satellite maps and flight information of the flight vehicle. This allows users to intuitively understand the overall flight status of the flight vehicle from a satellite map with a larger geographical display area. When the flight vehicle detects an obstacle, control the user interface associated with the flight vehicle to display a three-dimensional map of the flight environment and obstacle warning information. This not only allows users to clearly understand the relative position between the flight vehicle and the obstacle from a three-dimensional map that displays more details of the flight environment, but also enables the user interface to automatically switch to a second display mode when the flight vehicle detects an obstacle, regardless of what information was previously displayed. This allows users to promptly notice the obstacle and perform relevant obstacle avoidance operations on the flight vehicle, thereby improving the flight safety of the flight vehicle.

[0040] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0041] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 A schematic diagram of the cockpit display screen of a manned flight vehicle in related technologies is shown;

[0043] Figure 2 This diagram illustrates a structural block diagram of an electronic device provided by an embodiment of the present invention.

[0044] Figure 3 A flowchart of a flight navigation method provided by an embodiment of the present invention is shown;

[0045] Figure 4 A schematic diagram of a user interface in a first display mode provided by an embodiment of the present invention is shown;

[0046] Figure 5 A schematic diagram of a user interface in a second display mode provided by an embodiment of the present invention is shown;

[0047] Figure 6 This illustration shows another user interface in a second display mode provided by an embodiment of the present invention;

[0048] Figure 7 This illustration shows another user interface in a second display mode provided by an embodiment of the present invention;

[0049] Figure 8 This illustration shows another user interface in a second display mode provided by an embodiment of the present invention;

[0050] Figure 9 A schematic diagram of a user interface in a third display mode provided by an embodiment of the present invention is shown;

[0051] Figure 10 This illustration shows another user interface in a third display mode provided by an embodiment of the present invention;

[0052] Figure 11 This illustration shows a user interface diagram in a third display mode provided by an embodiment of the present invention;

[0053] Figure 12 A functional block diagram of a flight navigation device provided in an embodiment of the present invention is shown. Detailed Implementation

[0054] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0055] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0056] It should be noted that relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0057] To address the technical problems of low flight safety caused by excessive and unfocused information displayed on the cockpit screens of existing manned aircraft in traditional technologies, this invention provides a flight navigation method. When the aircraft does not detect an obstacle, the user interface associated with the aircraft displays a satellite map and the aircraft's flight information, allowing users to intuitively understand the overall flight situation from a satellite map with a wider geographical view. When the aircraft detects an obstacle, the user interface displays a 3D map of the flight environment and obstacle warning information. This not only allows users to clearly understand the relative position between the aircraft and the obstacle from a 3D map showing more details of the flight environment, but also automatically switches to a second display mode regardless of the information previously displayed on the user interface when an obstacle is detected. This enables users to promptly notice the obstacle and perform obstacle avoidance maneuvers, thereby improving flight safety.

[0058] The flight navigation method provided by this invention can be applied to electronic devices. Please refer to [link / reference]. Figure 2This is a structural block diagram of an electronic device. The electronic device 100 includes a memory 110, a processor 120, and a communication module 130. The memory 110, processor 120, and communication module 130 are electrically connected to each other directly or indirectly to realize data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses or signal lines.

[0059] The memory is used to store programs or data. The memory may be, but is not limited to, Random Access Memory (RAM), Read Only Memory (ROM), Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), etc.

[0060] The processor is used to read / write data or programs stored in memory and to perform the corresponding functions.

[0061] The communication module is used to establish communication connections between electronic devices and other communication terminals via a network, and to send and receive data via the network.

[0062] It should be understood that, Figure 2 The structure shown is only a schematic diagram of an electronic device; the electronic device may also include components that are larger than... Figure 2 The more or fewer components shown, or having the same Figure 2 The different configurations shown. Figure 2 The components shown can be implemented using hardware, software, or a combination thereof.

[0063] In some embodiments, the electronic device may be installed in a manned aircraft to control the flight of the manned aircraft and the display status of the cockpit display screen in the manned aircraft, but its function is not limited to this. Alternatively, the electronic device may also be a terminal device separate from the manned or unmanned aircraft, such as a mobile phone, tablet, laptop, or remote control with a display screen, but is not limited to this.

[0064] The following combination Figure 3 The flight navigation method provided in the embodiments of the present invention will be described below. Figure 3 This is a flowchart of a flight navigation method provided in an embodiment of the present invention, the flight navigation method comprising:

[0065] In step S100, when the flying vehicle does not detect any obstacles, the user interface associated with the flying vehicle is controlled to operate in a first display mode; the user interface in the first display mode displays a satellite map and the flight information of the flying vehicle.

[0066] In step S200, when the flying vehicle detects an obstacle during flight, the user interface is controlled to operate in a second display mode; the user interface in the second display mode displays a three-dimensional map of the flight environment in which the flying vehicle is located and obstacle warning information, the obstacle warning information being used to warn of the obstacle.

[0067] The following uses a manned aircraft as an example to illustrate the working principle of steps S100 to S200 above:

[0068] During flight, the pilot maneuvers the manned aircraft to detect obstacles in its surroundings using its onboard radar or visual sensors. These obstacles can be static or dynamic. Static obstacles include, but are not limited to, trees, mountains, and buildings that do not move. Dynamic obstacles include, but are not limited to, other flying objects and flying animals. The detection data from the radar or visual sensors is transmitted to the aircraft's control system, which processes the data to determine the presence of obstacles in the aircraft's vicinity. Obstacle detection technology is detailed in related technical documents and will not be elaborated upon here.

[0069] When the control system determines that there are no obstacles around the aircraft, indicating that the current flight environment is safe, step S100 will be executed. The control system will then control the user interface displayed on the cockpit screen of the manned aircraft to operate in a first display mode, that is, displaying satellite maps and flight information of the aircraft in the user interface, such as... Figure 4 As shown, Figure 4 This is a schematic diagram of a user interface in a first display mode provided by an embodiment of the present invention. In this mode, the user interface displays a two-dimensional satellite map, which shows the flight information of the aircraft, including but not limited to: return route information, a pre-planned route (i.e., a closed path formed by sequentially connecting "start", "1", "2", "3" and "start" in the diagram), and the aircraft's position information on the pre-planned route. As can be seen, through the user interface in the first display mode, the pilot can understand the overall flight status of the aircraft while ensuring flight safety, and can control the aircraft's return to base using the "start return" control in the user interface, facilitating the pilot's control of the aircraft.

[0070] When the control system determines that there are obstacles around the aircraft, indicating an unsafe factor in the current flight environment, step S200 will be executed. The control system will then control the user interface displayed on the cockpit screen of the manned aircraft to operate in a second display mode, that is, display a three-dimensional map of the flight environment and obstacle warning information on the user interface. Figure 5 As shown, Figure 5 This is a schematic diagram of a user interface in a second display mode provided by an embodiment of the present invention. In this mode, the user interface displays a three-dimensional map of the flight environment in which the flying object is located, the position of the flying object in the three-dimensional map, and obstacle warning information. Because... Figure 5 The obstacles shown are dynamic obstacles. The obstacle warning information includes, but is not limited to: the location of the circled obstacle on the 3D map, the forward flight path area of ​​the aircraft, the distance between the obstacle and the aircraft, and the warning message "Please be aware of obstacles." It is evident that through the user interface in the second display mode, the pilot can immediately be aware of the presence of obstacles around the aircraft and prepare for obstacle avoidance in advance. Furthermore, the relative position and distance between the obstacle and the aircraft are clearly displayed, which helps the pilot achieve precise obstacle avoidance and thus improves flight safety.

[0071] Furthermore, to facilitate pilots' understanding of the aircraft's flight status on both two-dimensional and three-dimensional maps simultaneously through user interfaces in different display modes, some embodiments are described below. Figure 4 The user interface in the first display mode also displays the 3D map, such as... Figure 4 As shown in the rectangular area at the bottom left, the display area occupied by the 3D map is smaller than the display area occupied by the satellite map; and / or, please continue reading. Figure 5 The user interface in the second display mode also displays the satellite map, such as... Figure 5 As shown in the rectangular area at the bottom left, the display area occupied by the satellite map is smaller than that occupied by the 3D map. Therefore, regardless of the user interface's display mode, both the satellite map and the 3D map are displayed, allowing pilots to gain a more comprehensive understanding of the aircraft's flight environment and status through both maps.

[0072] It is worth noting that steps S100 and S200 essentially include user interface display switching control logic. For example, assuming the user interface was originally operating in the first display mode, but since the aircraft has detected an obstacle, the above solution will control the user interface to operate in the second display mode, automatically switching the user interface from the first to the second display mode. Similarly, assuming the user interface was originally operating in the second display mode, but after obstacle avoidance, the aircraft has avoided the obstacle and there are no obstacles around it, so the aircraft has not detected any obstacles, the above solution will control the user interface to operate in the first display mode, automatically switching the user interface from the second to the first display mode.

[0073] As can be seen, the above solution can achieve automatic switching of the user interface between the first and second display modes, but the triggering of this automatic switching depends on whether an obstacle is detected. However, in practical applications, the display mode of the user interface may need to be switched due to some unexpected events or user needs. For example, the aircraft may temporarily land due to some malfunction or insufficient remaining power, at which time it is necessary to check the environmental conditions around the aircraft. Or, the pilot may need to understand the environmental information in front of the aircraft in advance. Therefore, if only automatic switching of display modes is relied upon, it may not be able to meet the temporary switching needs. Therefore, to solve this technical problem, in some embodiments, based on the embodiment of the user interface displaying two maps, the flight navigation method provided by the present invention also provides a manual switching scheme for display modes, that is, the flight navigation method provided by the present invention may further include:

[0074] In step S110, when the user interface is in the first display mode, if an instruction is received generated by the 3D map being triggered, the user interface is controlled to work in the second display mode.

[0075] And / or,

[0076] In step S120, when the user interface is in the second display mode, if an instruction is received that is triggered by the satellite map, the user interface is controlled to work in the first display mode.

[0077] Understandably, a switching control can be configured on the 3D map displayed in the user interface of the first display mode, and similarly, a switching control can be configured on the satellite map displayed in the user interface of the second display mode. Whenever the pilot clicks the switching control, a switching command is triggered, at which point the control system switches the user interface from the current display mode to the other. This allows the pilot to manually switch the user interface display mode to better meet practical application needs.

[0078] When obstacles exist around the aircraft, although the automatic switching of the display mode described above can provide timely warnings to the pilot, to further improve the effectiveness of the warnings and enable the pilot to understand the current level of danger and make obstacle avoidance strategies more quickly, thereby further improving flight safety, in some embodiments, the flight navigation method provided by the present invention also provides a scheme for controlling the obstacle display state according to the warning level of the obstacle. That is, the flight navigation method provided by the present invention may further include:

[0079] In step S300, when the user interface is in the second display mode, the warning level of the obstacle is determined based on the distance between the flying object and the obstacle;

[0080] In step S400, the display status of the obstacle is controlled according to the warning level of the obstacle.

[0081] As can be seen from the above, after the aircraft detects an obstacle, in addition to displaying the user interface in the second display mode, it will also determine the warning level of the obstacle based on the distance between the aircraft and the obstacle, and control the display status of the obstacle in the user interface in the second display mode according to the warning level.

[0082] In the above embodiments, the present invention proposes three implementation methods for determining the obstacle warning level, namely:

[0083] The first type:

[0084] When the distance between the flying object and the obstacle is greater than a first distance threshold and less than or equal to a second distance threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the distance between the flying object and the obstacle is less than or equal to the first distance threshold, the warning level of the obstacle is determined to be a Level 2 warning.

[0085] In the above context, if the distance between the flying object and the obstacle is greater than the first distance threshold and less than or equal to the second distance threshold, it indicates that an obstacle exists near the flying object, and there may be a collision risk. If the distance between the flying object and the obstacle is less than or equal to the first distance threshold, it indicates that the distance between the flying object and the obstacle is too small, and continuing to move forward will increase the risk of collision, requiring obstacle avoidance preparations or actions.

[0086] The second type:

[0087] The obstacle avoidance distance of the flying object is determined based on its flight speed; when the sum of the distance between the flying object and the obstacle and the obstacle avoidance distance is greater than a first distance threshold and less than or equal to a second distance threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the sum of the distance between the flying object and the obstacle and the obstacle avoidance distance is less than or equal to the first distance threshold, the warning level of the obstacle is determined to be a Level 2 warning.

[0088] The second obstacle warning level determination scheme comprehensively considers the distance between the aircraft and the obstacle, as well as the obstacle avoidance distance required by the aircraft at the current speed, to determine the obstacle warning level. This allows for reserving an obstacle avoidance distance between the aircraft and the obstacle during the obstacle avoidance process, which can better ensure the aircraft's successful obstacle avoidance and further improve flight safety.

[0089] The principles behind determining obstacle avoidance distance based on flight speed can be found in related technologies, and will not be elaborated here.

[0090] The third type:

[0091] The remaining obstacle avoidance time of the flying vehicle is determined based on its flight speed and the distance between the flying vehicle and the obstacle; when the remaining obstacle avoidance time is greater than a first time threshold and less than or equal to a second time threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the remaining obstacle avoidance time is less than or equal to the first time threshold, the warning level of the obstacle is determined to be a Level 2 warning.

[0092] In the third obstacle warning level determination scheme, the remaining obstacle avoidance time is obtained based on the distance between the aircraft and the obstacle and the current flight speed of the aircraft. Then, the obstacle warning level is determined based on the remaining obstacle avoidance time. This realizes the consideration of the urgency of the aircraft obstacle avoidance from the time dimension, and can also better ensure the successful avoidance of the aircraft, further improving flight safety.

[0093] Wherein, the current remaining obstacle avoidance time = the current distance between the flying object and the obstacle / the current flight speed of the flying object.

[0094] In each of the above-mentioned obstacle warning level determination schemes, the urgency level of a Level 2 warning is higher than that of a Level 1 warning. In the first and second obstacle warning level determination schemes, the first and second distance thresholds can be set based on practical experience or actual needs; this embodiment of the invention does not impose any limitations on this. Similarly, in the third obstacle warning level determination scheme, the first and second time thresholds can also be set based on practical experience or actual needs; this embodiment of the invention does not impose any limitations on this.

[0095] After obtaining the warning level of the obstacle through any of the above-described steps S300, step S400 can be executed to control the display state of the obstacle according to the warning level of the obstacle, which may include: controlling the obstacle to be displayed with the frequency and / or color corresponding to its warning level.

[0096] The control of displaying obstacles at frequencies corresponding to their warning levels can be understood as follows: In the user interface of the second display mode, obstacles can be controlled to flash, with the flashing frequency determined by the warning level of the obstacle. For example, a one-to-one correspondence between warning levels and flashing frequencies can be pre-established, with higher urgency warning levels corresponding to higher flashing frequencies. Therefore, displaying obstacles in a flashing manner can better attract the pilot's attention, thereby further improving flight safety.

[0097] Controlling the display of obstacles by their corresponding colors according to their warning levels can be understood as follows: In the user interface in the second display mode, the final color of the obstacle displayed on the user interface can be controlled. The color is determined by the obstacle's warning level. For example, a one-to-one correspondence between warning levels and colors can be pre-established; higher warning levels can be displayed with more prominent colors. As an example, a level-one warning obstacle could be displayed in yellow. Please refer to [link / reference]. Figure 5 and Figure 6 , Figure 6 This is a schematic diagram of another user interface in a second display mode provided by an embodiment of the present invention; obstacles in the second-level warning can be displayed in red. Please refer to [link / reference]. Figure 7 and Figure 8 , Figure 7 This is a schematic diagram of another user interface in a second display mode provided by an embodiment of the present invention. Figure 8 This is a schematic diagram of another user interface in a second display mode provided by an embodiment of the present invention.

[0098] Based on any embodiment of controlling the display state of an obstacle according to its warning level, to further enhance the warning effectiveness of obstacles at different warning levels, in some embodiments, in step S400 above, the step of controlling the display state of the obstacle according to its warning level may also include controlling the display state of the obstacle warning information according to its warning level. The obstacle warning information may include at least one of the following: the forward flight path area of ​​the aircraft, the distance between the aircraft and the obstacle, and warning words.

[0099] Understandably, the system not only controls the display status of obstacles based on their warning levels, but also controls the display status of obstacle warning messages. The principle behind this display status control can be found in the section above regarding the control principles for obstacle display status. For example, obstacle warning messages can be displayed in colors corresponding to the obstacle's warning level. Please refer to further details. Figures 5-8 As shown in the image, the colors of the forward flight path area and the warning message "Please be aware of obstacles" in the obstacle warning information are consistent with the colors of the corresponding obstacles. This enhances the intensity of obstacle warnings to pilots.

[0100] As can be seen from any of the above embodiments, when there are obstacles around the aircraft, especially when there are obstacles in the flight path area ahead, in order to achieve safe flight of the aircraft, the pilot needs to control the aircraft to avoid obstacles, or the aircraft can use existing obstacle avoidance algorithms to autonomously avoid obstacles. In either case, in order to facilitate the pilot's understanding of the obstacle avoidance situation, such as whether obstacle avoidance can be achieved safely, or whether the obstacle avoidance path is efficient under safe obstacle avoidance conditions, in some embodiments, the flight navigation method provided by the embodiments of the present invention may further include:

[0101] In step S500, when an obstacle avoidance control command is received, the obstacle avoidance path of the flying body is predicted according to the obstacle avoidance control command and displayed on the user interface in the second display mode.

[0102] In the above, obstacle avoidance control commands can be generated by the pilot through triggering a one-button obstacle avoidance control configured in the user interface or by manipulating the control stick in the cockpit. Obstacle avoidance control commands can also be generated by the control system based on the distance between the obstacle and the aircraft. After the obstacle avoidance control command is generated, the control system receives the command and executes step S500 and performs the corresponding obstacle avoidance operation. During the execution of step S500, the obstacle avoidance path of the aircraft is simulated based on the obstacle avoidance control command. The simulation principle can be found in obstacle avoidance control algorithms in related technologies. For example, if the obstacle avoidance control command is triggered by the pilot manipulating the control stick, the control amount and control direction can be obtained. Then, an existing obstacle avoidance control algorithm can be used to generate the corresponding obstacle avoidance path based on the control amount, control direction, the current flight direction of the aircraft, and the flight speed of the aircraft. After obtaining the obstacle avoidance path, it can be displayed in the user interface.

[0103] Therefore, pilots can determine whether an aircraft can successfully avoid obstacles and the obstacle avoidance efficiency by observing the obstacle avoidance path. The obstacle avoidance efficiency can be reflected in whether the obstacle avoidance amplitude is long and whether the obstacle avoidance path is long. For example, assuming that the aircraft can successfully avoid the obstacle from the side, the actual obstacle avoidance path adopted by the aircraft may require going around the obstacle from a distance from the side of the obstacle or climbing around the obstacle due to the pilot's experience, resulting in an excessive obstacle avoidance amplitude and a long obstacle avoidance path.

[0104] Therefore, when a pilot discovers that the aircraft cannot smoothly avoid obstacles or that the obstacle avoidance efficiency is low, the pilot can fine-tune the obstacle avoidance path by adjusting the control stick, thereby improving obstacle avoidance efficiency while ensuring safety. However, some pilots may not be able to control the control stick effectively due to inexperience, leading to deviations or significant deviations between the obstacle avoidance path obtained by fine-tuning the control stick and the expected path. To solve this technical problem, in some embodiments, after the obstacle avoidance path is displayed on the user interface in the second display mode, the flight navigation method provided by the embodiments of the present invention may further include:

[0105] In step S600, when an instruction generated by the adjustment of the obstacle avoidance path is received, the adjusted position information of the selected path point in the obstacle avoidance path is determined.

[0106] In step S700, the obstacle avoidance path is updated based on the position information of the unselected path points in the obstacle avoidance path and the adjusted position information of the selected path points, and then displayed on the user interface in the second display mode.

[0107] Understandably, the pilot can select at least one path point in the obstacle avoidance path that needs adjustment via the touch user interface, and then drag the currently selected path point to move it to the desired position. After all the path points that need adjustment have been adjusted, the pilot can trigger the corresponding command through the control in the touch user interface that indicates that the obstacle avoidance path adjustment has been completed. At this time, the control system can receive the command generated by the adjustment of the obstacle avoidance path and execute step S600. During the execution of step S600, the control system will determine the adjusted position information of all selected path points based on the coordinate position of the path points carried in the command in the user interface. This position information can be understood as image coordinates in the user interface. Next, step S700 will be executed to update the obstacle avoidance path based on the position information of the unselected path points in the obstacle avoidance path and the adjusted position information of the selected path points, and refresh the display in the user interface in the second display mode.

[0108] In addition to updating the obstacle avoidance path, the system will convert the obstacle avoidance path into world coordinate information based on the mapping relationship between the image coordinates of the obstacle avoidance path and the world coordinates, and then guide the flying vehicle to avoid obstacles.

[0109] As can be seen, by configuring the path point selection and adjustment function of the obstacle avoidance path in the user interface, pilots can more intuitively understand the relative positional relationship between the adjusted obstacle avoidance path and the obstacle, thereby more accurately controlling obstacle avoidance safety and efficiency, and greatly improving flight safety and user experience.

[0110] To more comprehensively consider the safety of the flying vehicle during flight, in addition to the aforementioned non-takeoff flight scenarios, in some embodiments, the flight navigation method provided by this invention also considers a safe navigation scheme for the flying vehicle in flight. That is, the flight navigation method provided by this invention further includes:

[0111] In step S010, when the flying vehicle is in takeoff mode, the user interface is controlled to operate in a third display mode; the user interface in the third display mode displays a three-dimensional map of the takeoff environment of the flying vehicle, the current altitude of the flying vehicle, and the target altitude of the flying vehicle.

[0112] Accordingly, when the user interface is operating in the first display mode or the second display mode, the flying body in flight is not in the takeoff state.

[0113] Before entering the flight airspace, the aircraft needs to fly from the ground to a target altitude; for example, it needs to take off from the ground and reach the target altitude before it can enter the predetermined flight path and perform operations. Therefore, this process of the aircraft flying from the ground to the target altitude can be called the takeoff process, during which the aircraft is in the takeoff state. To ensure the safety of the aircraft in the takeoff state, the user interface can operate in a third display mode during this process to display a 3D map of the takeoff environment, the aircraft's current altitude, and the target altitude, such as... Figures 9-11 As shown, Figure 9 This is a schematic diagram of a user interface in a third display mode provided by an embodiment of the present invention. Figure 10 This is a schematic diagram of another user interface in a third display mode provided by an embodiment of the present invention. Figure 11This is a schematic diagram of another user interface in a third display mode provided by an embodiment of the present invention. As shown in the figure, during the process of the aircraft gradually ascending from the ground to the target altitude, the user interface operates in the third display mode. In this mode, the position of the indicator used to indicate the current altitude of the aircraft is updated in real time according to the altitude of the aircraft, that is, the altitude value pointed to by the triangle indicator on the altitude scale in the figure. Thus, the pilot can clearly know the current flight altitude of the aircraft.

[0114] In addition, the user interface displays a 3D map of the environment surrounding the aircraft, which allows the pilot to clearly understand whether the flight environment is safe and to identify objects that threaten the safe takeoff of the aircraft in advance, so as to take appropriate evasive measures in advance.

[0115] It is worth noting that the technical features or solutions in any of the above embodiments of the present invention can be combined with each other, as long as there is no contradiction in the combination. Furthermore, although the above examples use manned aircraft as an example to illustrate the flight navigation method provided by the embodiments of the present invention, it should be understood that the flight navigation method provided by the embodiments of the present invention can be applied to products not limited to manned aircraft, but also to unmanned aircraft. Accordingly, the above user interface can be displayed on the screen of a terminal device.

[0116] To perform the corresponding steps in the above embodiments and various possible methods, an implementation of a flight navigation device is given below. Optionally, the flight navigation device may employ the above-described... Figure 2 The device structure of the electronic device is shown. Further, please refer to... Figure 12 , Figure 12 This is a functional block diagram of a flight navigation device provided in an embodiment of the present invention. It should be noted that the basic principle and technical effects of the flight navigation device provided in this embodiment are the same as those in the above embodiments. For the sake of brevity, any parts not mentioned in this embodiment can be referred to the corresponding content in the above embodiments. The flight navigation device 200 includes:

[0117] Control module 210 is configured as follows:

[0118] When the flying vehicle does not detect any obstacles during flight, the user interface associated with the flying vehicle operates in a first display mode; the user interface in the first display mode displays a satellite map and the flight trajectory of the flying vehicle; and

[0119] When the flying vehicle detects an obstacle during flight, the user interface is controlled to operate in a second display mode. The user interface in the second display mode displays a three-dimensional map of the flight environment in which the flying vehicle is located and obstacle warning information, which is used to warn of the obstacle.

[0120] In some embodiments, the user interface in the first display mode also displays the three-dimensional map, the display area occupied by the three-dimensional map being smaller than the display area occupied by the satellite map; and / or, the user interface in the second display mode also displays the satellite map, the display area occupied by the satellite map being smaller than the display area occupied by the three-dimensional map.

[0121] In some embodiments, the control module 210 is further configured to:

[0122] When the user interface is in the first display mode, if an instruction is received triggered by the 3D map, the user interface is controlled to work in the second display mode.

[0123] And / or,

[0124] When the user interface is in the second display mode, if an instruction is received triggered by the satellite map, the user interface is controlled to operate in the first display mode.

[0125] In some embodiments, the control module 210 is further configured to:

[0126] When the user interface is in the second display mode, the warning level of the obstacle is determined based on the distance between the flying object and the obstacle;

[0127] The display status of the obstacle is controlled according to the warning level of the obstacle.

[0128] In some embodiments, the process by which the control module 210 determines the warning level of the obstacle based on the distance between the flying object and the obstacle is configured as follows:

[0129] When the distance between the flying object and the obstacle is greater than a first distance threshold and less than or equal to a second distance threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the distance between the flying object and the obstacle is less than or equal to the first distance threshold, the warning level of the obstacle is determined to be a Level 2 warning; or,

[0130] The obstacle avoidance distance of the flying vehicle is determined based on its flight speed; when the sum of the distance between the flying vehicle and the obstacle and the obstacle avoidance distance is greater than a first distance threshold and less than or equal to a second distance threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the sum of the distance between the flying vehicle and the obstacle and the obstacle avoidance distance is less than or equal to the first distance threshold, the warning level of the obstacle is determined to be a Level 2 warning; or...

[0131] The remaining obstacle avoidance time of the flying vehicle is determined based on its flight speed and the distance between the flying vehicle and the obstacle; when the remaining obstacle avoidance time is greater than a first time threshold and less than or equal to a second time threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the remaining obstacle avoidance time is less than or equal to the first time threshold, the warning level of the obstacle is determined to be a Level 2 warning.

[0132] The level of urgency of the Level II warning is higher than that of the Level I warning.

[0133] In some embodiments, the process of the control module 210 controlling the display state of the obstacle according to the warning level of the obstacle is configured to: control the obstacle to be displayed at a frequency and / or color corresponding to its warning level.

[0134] In some embodiments, the obstacle warning information includes at least one of the following: the forward flight path area of ​​the aircraft, the distance between the aircraft and the obstacle, and a warning word; and, while controlling the display state of the obstacle according to the warning level of the obstacle, the control module 210 also controls the display state of the obstacle warning information according to the warning level of the obstacle.

[0135] In some embodiments, when the flying body detects an obstacle while in flight, the control module 210 is further configured to: upon receiving an obstacle avoidance control command, predict the obstacle avoidance path of the flying body according to the obstacle avoidance control command, and display it on the user interface in the second display mode.

[0136] In some embodiments, after the obstacle avoidance path is displayed on the user interface in the second display mode, the control module 210 is further configured to:

[0137] Upon receiving an instruction generated by the adjustment of the obstacle avoidance path, determine the adjusted position information of the selected path point in the obstacle avoidance path;

[0138] The obstacle avoidance path is updated based on the position information of the unselected path points in the obstacle avoidance path and the adjusted position information of the selected path points, and then displayed on the user interface in the second display mode.

[0139] In some embodiments, the control module 210 is further configured to:

[0140] When the aircraft is in takeoff mode, the user interface is controlled to operate in a third display mode. The user interface in the third display mode displays a three-dimensional map of the takeoff environment in which the aircraft is located, the current altitude of the aircraft, and the target altitude of the aircraft.

[0141] Accordingly, when the user interface is operating in the first display mode or the second display mode, the flying body in flight is not in the takeoff state.

[0142] Optionally, the above modules can be stored in the form of software or firmware. Figure 2 The memory shown is either stored in or embedded in the operating system (OS) of the electronic device, and can be... Figure 2 The processor executes the commands. Meanwhile, the data and program code required to execute these modules can be stored in memory.

[0143] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0144] In addition, the functional modules in the various embodiments of the present invention can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0145] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0146] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A flight navigation method, characterized in that, include: When the flying vehicle does not detect any obstacles during flight, the user interface associated with the flying vehicle is controlled to operate in a first display mode; the user interface in the first display mode displays a satellite map and the flight information of the flying vehicle; When the flying vehicle detects an obstacle during flight, the user interface is controlled to operate in a second display mode. The user interface in the second display mode displays a three-dimensional map of the flight environment in which the flying vehicle is located and obstacle warning information, which is used to warn of the obstacle.

2. The method according to claim 1, characterized in that, The user interface in the first display mode also displays the 3D map, the display area occupied by the 3D map being smaller than the display area occupied by the satellite map; and / or, the user interface in the second display mode also displays the satellite map, the display area occupied by the satellite map being smaller than the display area occupied by the 3D map.

3. The method according to claim 2, characterized in that, The method further includes: When the user interface is in the first display mode, if an instruction is received triggered by the 3D map, the user interface is controlled to work in the second display mode. And / or, When the user interface is in the second display mode, if an instruction is received triggered by the satellite map, the user interface is controlled to operate in the first display mode.

4. The method according to claim 1, characterized in that, The method further includes: When the user interface is in the second display mode, the warning level of the obstacle is determined based on the distance between the flying object and the obstacle; The display status of the obstacle is controlled according to the warning level of the obstacle.

5. The method according to claim 4, characterized in that, The step of determining the warning level of the obstacle based on the distance between the flying vehicle and the obstacle includes: When the distance between the flying object and the obstacle is greater than a first distance threshold and less than or equal to a second distance threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the distance between the flying object and the obstacle is less than or equal to the first distance threshold, the warning level of the obstacle is determined to be a Level 2 warning; or, The obstacle avoidance distance of the flying vehicle is determined based on its flight speed; when the sum of the distance between the flying vehicle and the obstacle and the obstacle avoidance distance is greater than a first distance threshold and less than or equal to a second distance threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the sum of the distance between the flying vehicle and the obstacle and the obstacle avoidance distance is less than or equal to the first distance threshold, the warning level of the obstacle is determined to be a Level 2 warning; or... The remaining obstacle avoidance time of the flying vehicle is determined based on its flight speed and the distance between the flying vehicle and the obstacle; when the remaining obstacle avoidance time is greater than a first time threshold and less than or equal to a second time threshold, the warning level of the obstacle is determined to be a Level 1 warning; when the remaining obstacle avoidance time is less than or equal to the first time threshold, the warning level of the obstacle is determined to be a Level 2 warning. The level of urgency of the Level II warning is higher than that of the Level I warning.

6. The method according to claim 5, characterized in that, The step of controlling the display status of the obstacle according to the warning level of the obstacle includes: The obstacle is controlled to be displayed at a frequency and / or in a color corresponding to its warning level.

7. The method according to claim 4, characterized in that, The obstacle warning information includes at least one of the following: the forward flight path area of ​​the aircraft, the distance between the aircraft and the obstacle, and a warning message; In the step of controlling the display state of the obstacle according to the warning level of the obstacle, the display state of the obstacle prompt information is also controlled according to the warning level of the obstacle.

8. The method according to claim 1, characterized in that, When the flying body detects an obstacle during flight, the method further includes: Upon receiving an obstacle avoidance control command, the obstacle avoidance path of the flight body is predicted based on the obstacle avoidance control command and displayed on the user interface in the second display mode.

9. The method according to claim 8, characterized in that, After the obstacle avoidance path is displayed on the user interface in the second display mode, the method further includes: Upon receiving an instruction generated by the adjustment of the obstacle avoidance path, determine the adjusted position information of the selected path point in the obstacle avoidance path; The obstacle avoidance path is updated based on the position information of the unselected path points in the obstacle avoidance path and the adjusted position information of the selected path points, and then displayed on the user interface in the second display mode.

10. The method according to any one of claims 1 to 9, characterized in that, The method further includes: When the aircraft is in takeoff mode, the user interface is controlled to operate in a third display mode. The user interface in the third display mode displays a three-dimensional map of the takeoff environment in which the aircraft is located, the current altitude of the aircraft, and the target altitude of the aircraft. Accordingly, when the user interface is operating in the first display mode or the second display mode, the flying body in flight is not in the takeoff state.

11. A flight navigation device, characterized in that, include: The control module is configured as follows: When the flying vehicle does not detect any obstacles during flight, the user interface associated with the flying vehicle operates in a first display mode; the user interface in the first display mode displays a satellite map and the flight trajectory of the flying vehicle; as well as When the flying vehicle detects an obstacle during flight, the user interface is controlled to operate in a second display mode. The user interface in the second display mode displays a three-dimensional map of the flight environment in which the flying vehicle is located and obstacle warning information, which is used to warn of the obstacle.

12. An electronic device, characterized in that, It includes a processor and a memory, the memory storing machine-executable instructions that can be executed by the processor to implement the method of any one of claims 1 to 10.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 10.

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