Unmanned aerial vehicle control method and system and unmanned aerial vehicle

Abstract

The invention provides an unmanned aerial vehicle control method and system and an unmanned aerial vehicle, and the method comprises the steps: determining a first control strategy of the unmanned aerial vehicle according to the flight task priority and the return flight priority of the unmanned aerial vehicle under the condition of predicting that the return flight fuel quantity of the unmanned aerial vehicle is insufficient, and controlling the unmanned aerial vehicle to execute the first control strategy. Static and conservative oil mass management is changed into dynamic and accurate flight time management, the unmanned aerial vehicle can excavate task potential to the maximum extent, more complex and longer-time flight is executed within a safety boundary, the use benefit of the unmanned aerial vehicle is improved, and under the condition that the return flight oil mass is insufficient, direct return flight of machinery is not achieved, and the unmanned aerial vehicle is more stable in performance. Instead, the subsequent first control strategy is determined by combining the comparison result of the task priority and the return flight priority, so that the actual demand of the user can be better met, and the satisfaction degree of the user to the product is improved.

Description

Technical Field

[0001] This application relates to the field of unmanned aerial vehicle (UAV) technology, and in particular to a UAV control method, system, and UAV. Background Technology

[0002] In related technologies, fuel management for drones is relatively simple, often triggered by a pre-set fuel level threshold to initiate an alarm or return-to-home action. For example, by collecting data on remaining fuel or fuel tank level, if the remaining fuel is below the threshold or the fuel level is below the warning level, an alarm indicator light will illuminate, or a return-to-home suggestion will be generated and the drone will be controlled to return to its home location.

[0003] However, relying solely on fuel or liquid level thresholds for early warning or decision-making regarding return to base results in low accuracy, potentially reducing the efficiency of drone use and failing to meet user needs. Summary of the Invention

[0004] This application provides a drone control method, system, and drone to solve the technical problem in related technologies that rely solely on fuel level or liquid level thresholds for early warning or decision-making to return to base. This results in low accuracy of early warnings, which may reduce the efficiency of drone use and fail to meet user needs.

[0005] This application provides a method for controlling a drone, the method comprising: if it is predicted that the drone will have insufficient fuel for return, determining a first control strategy for the drone based on the drone's flight mission priority and return priority, and controlling the drone to execute the first control strategy.

[0006] In one embodiment of this application, before determining the first control strategy of the UAV based on the flight mission priority and return-to-home priority of the UAV, the method further includes determining a sufficient return-to-home fuel state. The sufficient return-to-home fuel state is determined based on the remaining safe flight time and the time required for return. The sufficient return-to-home fuel state includes insufficient return-to-home fuel or sufficient return-to-home fuel. The determination of the remaining safe flight time includes: obtaining the initial fuel quantity, current fuel quantity, current flight duration, and historical average fuel consumption rate; determining the remaining fuel quantity based on the initial fuel quantity and current fuel quantity; determining the current fuel consumption rate based on the current flight duration and remaining fuel; determining the current theoretical fuel consumption rate based on the historical average fuel consumption rate and current fuel consumption rate; and determining the remaining safe flight time based on the remaining fuel quantity and current theoretical fuel consumption rate.

[0007] In one embodiment of this application, a first control strategy for the UAV is determined based on the flight mission priority and return-to-home priority of the UAV, including at least one of the following: if the flight mission priority is higher than the return-to-home priority, the first control strategy is determined to continue executing the flight mission; if the flight mission priority is lower than the return-to-home priority, the first control strategy is determined to execute the return-to-home operation.

[0008] In one embodiment of this application, if the first control strategy determines to continue executing the flight mission, the method further includes: monitoring the completion status of the flight mission and sending a low fuel alarm message to a preset object; if the completion status is complete, obtaining the latest position and the latest remaining safe flight time of the UAV; selecting one from multiple pre-arrival landing positions based on the latest position and the latest remaining safe flight time to obtain the current alternate landing position; and controlling the UAV to alternate to the current alternate landing position.

[0009] In one embodiment of this application, if the first control strategy is determined to perform a return-to-home operation, the method further includes: controlling the UAV to interrupt the current route and sending a fuel-based autonomous return-to-home message to a preset object; obtaining the current position and return-to-home position of the UAV; planning a return-to-home path based on the current position and return-to-home position, and controlling the UAV to return to home according to the return-to-home path.

[0010] In one embodiment of this application, the method further includes: obtaining the current flight attitude of the UAV; if the fuel tank of the UAV is in a low liquid level state and the current flight attitude meets the abnormal attitude requirements, generating an attitude restriction request; if the flight mission priority is higher than the attitude priority, rejecting the attitude restriction request and controlling the UAV to continue to perform the flight mission; if the flight mission priority is lower than the attitude priority, controlling the UAV to adjust the current flight attitude until the flight attitude meets the normal attitude requirements, and restricting the flight attitude of the UAV to meet the normal attitude requirements.

[0011] In one embodiment of this application, after controlling the UAV to adjust the current flight attitude, the method further includes: monitoring the liquid level of the fuel tank; if the fuel tank is not in a low liquid level state, removing the restriction that the UAV's flight attitude meets the normal attitude requirement.

[0012] In one embodiment of this application, the drone includes a fuel collection tank and a main fuel tank. The fuel in the fuel collection tank supplies fuel to the drone's engine. The method further includes at least one of the following: during the drone's flight phase, activating an auxiliary fuel pump to transfer fuel from the main fuel tank to the fuel collection tank, maintaining the fuel level in the fuel collection tank at a preset level, which is higher than a low level and lower than or equal to a full level; acquiring the drone's current fuel consumption rate; if the current fuel consumption rate is greater than a preset fuel consumption rate, triggering a low fuel tank level alarm; activating the auxiliary fuel pump to transfer fuel from the main fuel tank to the fuel collection tank, raising the fuel level in the fuel collection tank; if the drone's fuel collection tank is at a low level, activating the auxiliary fuel pump to transfer fuel from the main fuel tank to the fuel collection tank, raising the fuel level in the fuel collection tank.

[0013] This application embodiment also provides an unmanned aerial vehicle (UAV) control system, the system comprising: a perception layer for acquiring perception data of the UAV; an intelligent fuel management unit for determining the remaining fuel quantity based on the perception data, and determining the remaining safe flight time based on the remaining fuel quantity, and sending the remaining safe flight time and perception data to the flight control module; and a flight control module for determining the return time required based on the perception data, and further determining a sufficient return fuel quantity state based on the return time required and the remaining safe flight time. If the sufficient return fuel quantity state is not sufficient, the module determines a first control strategy for the UAV based on the flight mission priority and return priority of the UAV, and controls the UAV to execute the first control strategy.

[0014] This application embodiment also provides an unmanned aerial vehicle (UAV), which includes an auxiliary fuel pump, a fuel collection tank, a main fuel tank, an engine, a sensor assembly, an intelligent fuel management unit, and a flight control module. The auxiliary fuel pump is used to transfer fuel from the main fuel tank to the fuel collection tank; during the UAV's flight phase, the fuel in the fuel collection tank supplies fuel to the engine. The sensor assembly is used to acquire the UAV's perception data. The intelligent fuel management unit is used to determine the remaining safe flight time based on the perception data and send the remaining safe flight time and perception data to the flight control module. The flight control module is used to determine the return flight time based on the perception data, and then determine the return flight fuel sufficiency status based on the return flight time and remaining safe flight time. If the return flight fuel sufficiency status is incorrect (indicating insufficient return flight fuel), a first control strategy for the UAV is determined based on the UAV's flight mission priority and return flight priority, and the UAV is controlled to execute the first control strategy.

[0015] This application also provides an electronic device, including: a memory storing a computer program thereon; and a processor for executing the computer program in the memory to implement the steps of the method described in any of the above embodiments.

[0016] This invention also provides a computer-readable storage medium having a computer program stored thereon, the computer program being used to cause a computer to perform the method provided in any of the above embodiments.

[0017] The beneficial effects of this application are as follows: The UAV control method, system, and UAV proposed in this application determine the first control strategy of the UAV based on the flight mission priority and return-to-home priority when it is predicted that the UAV will have insufficient return-to-home fuel. The method controls the UAV to execute the first control strategy, enabling the UAV to maximize its mission potential and perform more complex and longer flights within the safety boundary, thereby improving the efficiency of UAV use. When the return-to-home fuel is insufficient, the method does not mechanically return directly, but determines the subsequent first control strategy by combining the comparison results of mission priority and return-to-home priority. This better meets the actual needs of users and improves user satisfaction with the product. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0019] In the attached diagram:

[0020] Figure 1 A flowchart illustrating an embodiment of the unmanned aerial vehicle (UAV) control method provided in this application; Figure 2 A schematic flowchart illustrating a specific method for controlling an unmanned aerial vehicle (UAV) according to an embodiment of this application; Figure 3 A flowchart illustrating an embodiment of the unmanned aerial vehicle (UAV) control method provided in this application; Figure 4 This is another specific flowchart illustrating an embodiment of a drone control method provided in this application; Figure 5 A schematic diagram of the structure of an unmanned aerial vehicle control system provided in an embodiment of this application; Figure 6 A schematic diagram of a specific structure of an unmanned aerial vehicle (UAV) control system provided in an embodiment of this application; Figure 7 A schematic diagram of the structure of a drone provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0021] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0022] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the shape, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0023] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0024] Please see Figure 1 , Figure 1 A flowchart illustrating a drone control method according to an embodiment of this application is shown below. Figure 1 As shown, the method includes the following steps: Step S110: If it is predicted that the drone will not have enough fuel for return, determine the first control strategy of the drone based on the drone's flight mission priority and return priority, and control the drone to execute the first control strategy.

[0025] As an example, whether the return fuel is sufficient can be characterized by the return fuel sufficiency status, which is determined based on the remaining safe flight time and the time required for the return.

[0026] As another example, whether the return fuel quantity is sufficient can also be determined by other means known to those skilled in the art, such as by using the fuel tank level, the remaining fuel in the tank, etc.

[0027] In one embodiment, before determining the first control strategy of the UAV based on its flight mission priority and return-to-home priority, the method further includes: obtaining the UAV's remaining safe flight time and return-to-home time, where the return-to-home time represents the time it takes for the UAV to fly from its current position to its return-to-home position; if the remaining safe flight time is less than the return-to-home time, it is predicted that the UAV's return-to-home fuel is insufficient. It can be understood that the remaining safe flight time represents the duration for which the UAV can fly normally. The return-to-home time represents the time required for the UAV to safely return to the preset return-to-home position.

[0028] As an example, the method for determining the return time includes: determining the return time based on the UAV's current position, return position, remaining fuel, and route weather data. For example, the return route can be determined based on the current position and the return position. If the return route (the route from the current position to the return position) is the same as the departure route (the route from the departure position to the current position), and the route weather data for the return route is similar to that for the departure route (the impact on fuel consumption rate can be ignored), then the return time can be determined based on the average fuel consumption rate of the departure route and the distance of the return route. The departure position and the return position can be the same or different, and can be selected and set by those skilled in the art as needed. If the return route is different from the departure route (possibly due to differences in departure and return positions, or due to different route planning, etc.), then the return fuel consumption rate can be determined based on at least one data point such as the historical average fuel consumption rate under the given weather data conditions and the fuel consumption rate of this flight, and then the return time can be determined based on the distance of the return route and the return fuel consumption rate.

[0029] For example, to provide some redundancy, a redundancy factor can be set, which is greater than or equal to 1, and the new return time can be calculated by multiplying the redundancy factor by the return time.

[0030] In one embodiment, before determining the first control strategy of the UAV based on the UAV's flight mission priority and return-to-home priority, the method further includes determining a sufficient return-to-home fuel status. The sufficient return-to-home fuel status is determined based on the remaining safe flight time and the time required for return. The sufficient return-to-home fuel status includes insufficient return-to-home fuel or sufficient return-to-home fuel. The remaining safe flight time is determined by: acquiring the initial fuel quantity, current fuel quantity, current flight duration, and historical average fuel consumption rate; determining the remaining fuel quantity based on the initial fuel quantity and current fuel quantity; determining the current fuel consumption rate based on the current flight duration and remaining fuel; determining the current theoretical fuel consumption rate based on the historical average fuel consumption rate and current fuel consumption rate; and determining the remaining safe flight time based on the remaining fuel quantity and current theoretical fuel consumption rate.

[0031] As an example, the remaining fuel level can be obtained by integrating the data from the set flow sensor. Knowing the flow data and engine operating time, the flow data is a dynamically updated value in real time, measured in liters per minute (L / min) or liters per hour (L / h). By integrating over time, the fuel consumption can be obtained, and the difference between this and the initial fuel level gives the remaining flow rate.

[0032] As an example, when calculating the remaining safe flight time, the remaining safe flight time can be determined dynamically and in real time according to a preset calculation frequency or calculation time rule. This allows for early warning of insufficient fuel, providing a more timely warning compared to methods such as fixed fuel levels, thus enabling more flexible subsequent options.

[0033] Based on the initial fuel quantity collected by the flow sensor while on the ground, the fuel consumption is calculated during flight using the flow sensor data. The raw output data of the flow sensor is the real-time fuel consumption rate. The actual average fuel consumption rate is obtained by combining the fuel consumption and the operating time (engine operating time). Combined with a preset average fuel consumption rate model, the remaining safe flight time of the UAV is dynamically calculated. As an example, the methods for determining the remaining safe flight time include: T1 = (V / (α) R1+β R2)) k formula (1) Where T1 is the remaining safe flight time, V is the remaining fuel quantity, R1 is the real-time fuel consumption rate (current fuel consumption rate), R2 is the average fuel consumption rate, α and β are weighting coefficients, k is the safety factor, and k≤1.

[0034] When calculating the remaining flight time, it is not calculated solely based on the real-time fuel consumption rate or the preset fixed fuel consumption rate, but rather by combining the two to obtain a comprehensive fuel consumption rate, which can further improve the accuracy of determining the remaining safe flight time.

[0035] The flight mission priority and return priority can be preset by those skilled in the art as needed. Since the flight mission priority and return priority are different, a comparison of priorities will inevitably result in one priority being higher than the other. The corresponding first control strategy is then determined based on this comparison result. A corresponding first control strategy is preset for each comparison result.

[0036] Flight mission priorities can be set based on factors such as the type of mission, the controller of the UAV, and the urgency and importance of the mission. Different flight mission priorities may be set for the same UAV performing different flight missions. These flight mission priorities may be higher or lower than the return-to-home priority. The specific settings can be modified by those skilled in the art as needed.

[0037] By determining the primary control strategy based on a comparison of flight mission priority and return-to-home priority when the return-to-home fuel is insufficient, the direct return-to-home or simple fuel warning can be largely avoided. This better highlights the mission execution attributes of the drone, allowing it to maximize its mission potential and perform more complex and longer flights within safe boundaries. This improves the drone's utilization efficiency, better meets the actual needs of users, and enhances user satisfaction with the product.

[0038] The first control strategy includes, but is not limited to, continuing the flight mission and returning to base. Those skilled in the art can set a corresponding first control strategy based on the comparison results.

[0039] In one embodiment, a first control strategy for the UAV is determined based on its flight mission priority and return-to-home priority, including at least one of the following: if the flight mission priority is higher than the return-to-home priority, the first control strategy is to continue executing the flight mission; if the flight mission priority is lower than the return-to-home priority, the first control strategy is to execute the return-to-home strategy. It is understood that if a flight mission is important, it can continue to be executed instead of returning directly, thus ensuring that as many flight missions as possible are completed. Due to weather conditions, a flight window may be very valuable, and losing this window could lead to a prolonged delay in the flight mission, resulting in a series of consequences. In this case, the UAV can prioritize executing the flight mission based on its set higher flight mission priority. For example, after completing the flight mission, the UAV can be recovered through an alternate landing or other methods conceived by those skilled in the art. For example, if the return-to-home priority is higher, the flight mission can be abandoned, and the UAV can return directly or, after obtaining permission from the user, return.

[0040] Following the above embodiments, if the first control strategy determines to continue executing the flight mission, the method further includes: monitoring the completion status of the flight mission and sending a low fuel alarm message to a preset target; if the completion status is "completed," obtaining the latest position and the latest remaining safe flight time of the UAV; selecting one from multiple pre-selected landing positions based on the latest position and the latest remaining safe flight time to obtain the current alternate landing position; and controlling the UAV to alternate to the current alternate landing position. This ensures that after the high-priority flight mission is completed, a suitable alternate landing route is planned for the UAV and an alternate landing is performed, thus meeting both mission execution requirements and ensuring the recovery of the UAV.

[0041] The preset object can be an object pre-defined by those skilled in the art, such as a backend server or an administrator terminal. A low fuel alarm message can alert relevant personnel that the drone is in a low fuel flight state. As an example, this can be combined with manual assessment to determine the extent of task execution and the necessity of continuing, allowing for timely adjustments to the primary control strategy.

[0042] If the execution status is not completed, the flight mission will continue until it is completed.

[0043] The latest location can be the location of the drone when it completes the flight mission. The latest remaining safe flight time can be the remaining safe flight time determined by the drone based on its current status when it completes the flight mission.

[0044] As an example, selecting one of multiple alternative landing locations based on the latest position can be achieved by determining a remaining safe flight distance based on the latest remaining safe flight time, obtaining the nearest N alternative landing locations (e.g., alternative landing locations within a radius of X kilometers of the latest position, the N closest alternative landing locations to the latest position, etc.), determining the planned route distance between each alternative landing location and the latest position, and selecting the alternative landing location whose planned route distance is less than or equal to the remaining safe flight distance as the current alternate landing location. If multiple alternative landing locations have planned route distances less than or equal to the remaining safe flight distance, the location with the best weather conditions can be selected as the current alternate landing location based on the weather data along the route to each alternative landing location, or the location with the closest flight distance to the mission destination of the UAV's next flight mission can be selected as the current alternate landing location.

[0045] As an example, if the drone's fuel is insufficient for a return or diversion, it can be diverted by selecting a suitable temporary landing site, or handled in other ways known to those skilled in the art, without limitation here.

[0046] Following the above embodiments, if the first control strategy is determined to execute a return-to-home operation, the method further includes: controlling the UAV to interrupt the current flight path and sending a fuel-based autonomous return-to-home message to a preset target; obtaining the UAV's current position and return-to-home position; planning a return-to-home path based on the current position and return-to-home position, and controlling the UAV to return according to the return-to-home path. The return-to-home position can be the UAV's takeoff position or a position preset by those skilled in the art. If the return-to-home priority is high, the current flight mission will no longer be executed. During the flight, the UAV can continuously assess whether the return-to-home fuel is sufficient. Once insufficient return-to-home fuel is detected, the return-to-home operation is initiated immediately. Because a safety factor is used when determining the remaining safe flight time, and / or an appropriate increase is made based on the actual return-to-home time when determining the time required for the return-to-home operation, the UAV's fuel is actually sufficient to support the actual return-to-home needs, even if a warning of insufficient return-to-home fuel occurs. It is precisely because of the prediction of the duration that the risk of insufficient return-to-home fuel can be detected in the first instance, thereby assisting the user in making timely judgments and adjustments to the strategy.

[0047] Please see Figure 2 , Figure 2 A specific flowchart illustrating a drone control method provided in an embodiment of this application is shown below. Figure 2 As shown, it should be noted that the specific figures provided in the following embodiments can be modified according to actual needs. This is only an example and not a limitation on the method. The method includes the following steps: Data acquisition and calculation: Sample flow sensor data every second (the specific acquisition frequency can be set according to the needs of those skilled in the art, this is an example) to obtain data from the fuel system (sensing data), and continuously calculate the remaining safe flight time, remaining fuel, and return time in a 10-second window (the specific calculation frequency can be set according to the needs of those skilled in the art, this is an example).

[0048] Flight time decision coordination: Every 30 seconds (the specific calculation frequency can be set according to the needs of those skilled in the art, this is an example), the remaining flight time, remaining safe fuel, fuel pump status, etc. are encapsulated into data packets and sent to the flight controller.

[0049] Flight controller decision: Upon receiving the data packet, the flight controller reads the current GPS coordinates (current position) and calculates the return flight time to the field in a straight line, which is 18 minutes. Assuming a safety factor of 1.2, the threshold for triggering the return flight is 18 minutes. 1.2 = 21.6 minutes. If the remaining safe flight time is 20 minutes, the flight controller will determine whether a return to base is necessary based on mission priority. If the remaining safe flight time is greater than or equal to the return time, and the mission priority is lower than the return priority, the flight controller will autonomously return to base. If a return to base is executed, then: 1) Send a "return to base autonomously based on fuel" status to the ground station; 2) Disrupt the current flight path; 3) Generate the optimal return route; 4) Control the drone to return to base; If the remaining safe flight time is less than the return time, the mission continues; or, if the remaining safe flight time is greater than or equal to the return time, and the mission priority is higher than the return priority, the mission continues. 1) Send a "low fuel" message to the ground station; 2) Update alternate landing points in real time based on mission flight time; 3) If the task is not completed, continue executing the task; once the task is completed, generate the optimal alternative landing path. 4) Control the emergency landing of the drone.

[0050] Related technologies often trigger alarms or simple actions (such as lights or return-to-home suggestions) based on fixed fuel or liquid level thresholds. Decision-making is disconnected from real-time flight status and mission context. The method provided in this embodiment is based on dynamically calculated remaining safe flight time, with flight control performing globally optimal planning. This represents a leap from static, conservative fuel management to dynamic, precise flight time management, enabling UAVs to maximize mission potential and perform more complex and longer flights within safe boundaries.

[0051] In related technologies, sensors report raw data to the flight control system, which then bears all the complex calculations and decision-making burdens. The method provided in this embodiment clarifies the boundaries of responsibility by defining a clearly defined remaining flight time data packet interface: the intelligent fuel management unit specializes in precise sensing and flight time prediction, while the flight control system specializes in mission decision-making based on comprehensive global information. The two communicate intelligently through a standard interface. This reduces system coupling complexity and improves overall reliability and modularity. The flight control system does not need to process low-level fuel data, and the intelligent fuel management unit does not need to understand high-level mission logic, conforming to the design principles of a high-reliability system.

[0052] Please see Figure 3 , Figure 3 A flowchart illustrating a drone control method according to an embodiment of this application is shown below. Figure 3 As shown, the method includes the following steps: Step S310: Obtain the current flight attitude of the drone.

[0053] Current flight attitude includes, but is not limited to, parameters that characterize the attitude of the UAV, such as pitch angle and roll angle.

[0054] Step S320: If the UAV's fuel tank is at a low level and the current flight attitude meets the abnormal attitude requirements, generate an attitude restriction request.

[0055] The low fuel level indicates that the fuel level in the fuel tank (the fuel tank directly supplied by the engine) is less than the preset warning fuel level threshold, posing a risk of insufficient fuel supply.

[0056] As an example, if the attitude restriction request is accepted, the UAV will not execute attitude settings that exceed the preset safety parameter range before the attitude restriction is lifted. This could be done by refusing to execute attitude adjustment commands that exceed the preset safety parameter range, or by correcting attitude adjustment commands that exceed the preset safety parameter range to the preset safety parameter range before execution.

[0057] Step S330: If the flight mission priority is higher than the attitude priority, reject the attitude restriction request and control the UAV to continue to perform the flight mission.

[0058] Step S340: If the flight mission priority is lower than the attitude priority, control the UAV to adjust the current flight attitude until the flight attitude meets the normal attitude requirements, and restrict the UAV's flight attitude to meet the normal attitude requirements.

[0059] As an example, it can be used alone. Figure 1 or Figure 3 The provided drone control methods can be used to control drones, and can also be combined with... Figure 1 and Figure 3 The provided drone control method controls the drone, and the specific method can be selected by those skilled in the art as needed.

[0060] As an example, a low fuel level can be determined by the sensor signal from the fuel level sensor inside the tank, or by other data that can determine the fuel level, such as using ultrasonic radar to determine the fuel level or using a fuel level sensor to measure the fuel level. A low fuel level indicates that the fuel level in the tank is less than the warning level.

[0061] As an example, abnormal attitude requirements include, but are not limited to, parameters characterizing the UAV's flight attitude such as pitch and roll angles exceeding preset safety parameter ranges, for example, roll angles exceeding preset safe roll angle ranges. Specific flight attitude characterization parameters and safety parameter ranges can be set by those skilled in the art as needed. To fundamentally avoid wasting computing resources by executing attitude restriction judgments simply because the UAV's flight attitude meets abnormal attitude requirements at a certain moment, abnormal attitude requirements include the UAV's flight attitude parameters exceeding preset safety parameter ranges, and the duration of this exceeding of the preset safety parameter range exceeding a preset duration. This suggests that if the UAV's flight attitude continuously exceeds a safety threshold for a certain period, the risk of the engine sucking in air is greater, necessitating further control.

[0062] As an example, normal attitude requires that the relevant parameters characterizing the UAV's flight attitude meet the preset safety parameter range.

[0063] In extreme cases, if the flight attitude (pitch angle, roll angle, etc.) is detected to exceed the safety threshold, posing a risk of the engine drawing in air, an attitude limitation request is sent to the flight control system, which will coordinate and handle the request according to the mission priority.

[0064] Following the above embodiments, after controlling the UAV to adjust its current flight attitude, the method further includes: monitoring the fuel level in the fuel tank; if the fuel tank is not at a low level, removing the restriction that the UAV's flight attitude meets the normal attitude requirements. If the UAV has multiple fuel tanks, it can supply fuel to the fuel tank through other fuel tanks, so the amount of fuel in the fuel tank may increase until it is no longer at a low level. At this point, if the flight attitude restriction was previously imposed, it can be removed to promptly meet the UAV's working attitude requirements.

[0065] In one embodiment, the UAV includes a fuel collection tank and a main fuel tank. The fuel in the fuel collection tank supplies fuel to the UAV's engine. The method further includes: during UAV flight, activating an auxiliary fuel pump to transfer fuel from the main fuel tank to the fuel collection tank, maintaining the fuel level in the fuel collection tank at a preset level. This preset level is higher than a low level and lower than or equal to a full level. This further ensures sufficient fuel in the fuel collection tank to meet flight requirements.

[0066] The low liquid level is lower than the full liquid level. The full and low liquid levels can be set by those skilled in the art. The full liquid level can indicate that the liquid level in the tank has reached the maximum altitude, or it can be lower than the maximum altitude, which can be set by those skilled in the art as needed. During the flight phase of the UAV, the auxiliary oil pump can be activated at a certain preset refueling interval (the duration of each interval can be fixed or not fixed, for example, the interval duration can be determined based on the average fuel consumption rate (real-time fuel consumption rate) of this flight, etc.) to refuel the oil tank.

[0067] In one embodiment, the UAV includes a fuel collection tank and a main fuel tank. The fuel in the fuel collection tank supplies fuel to the UAV's engine. The method further includes: acquiring the UAV's current fuel consumption rate; if the current fuel consumption rate is greater than a preset fuel consumption rate, triggering a low fuel level alarm in the fuel collection tank, and starting an auxiliary fuel pump to transfer fuel from the main fuel tank to the fuel collection tank, thereby raising the fuel level in the fuel collection tank. For example, the current fuel consumption rate can be determined by real-time fuel consumption rate, the average fuel consumption rate of the current flight, or the average fuel consumption rate determined based on a real-time fuel consumption rate and an average fuel consumption model. For instance, weighted average calculations can be performed by setting weights for the real-time fuel consumption rate and the average fuel consumption rate to obtain the current fuel consumption rate.

[0068] As an example, this embodiment can be used as a supplement to the above-mentioned scheme of replenishing oil at preset intervals, or it can be implemented independently.

[0069] As an example, during flight, some fuel in the main fuel tank can be transferred to the collection tank by gravity. For instance, there could be a partition between the main fuel tank and the collection tank, or a temporary storage tank could be installed between them. This temporary storage tank receives fuel from the main fuel tank and maintains its level above the lowest orifice when the main fuel tank is full. A partition with orifices (e.g., located at the bottom of the partition near the bottom of the fuel tank, or suspended above the bottom of the fuel tank to allow fuel to pass through, in which case the bottom of the main fuel tank can be slightly higher than the collection tank; these are just examples, and specific implementations can be customized according to the needs of those skilled in the art) allows fuel in the main fuel tank to flow to the collection tank through these orifices due to gravity. When the real-time fuel consumption rate is low, this method allows for timely fuel replenishment. When the real-time fuel consumption rate is high, an auxiliary fuel pump is needed to transfer fuel from the main fuel tank to the collection tank. This creates a dual fuel replenishment mechanism of pump and gravity, quickly replenishing the fuel consumed in the collection tank.

[0070] In one example, the pumping speed of the auxiliary oil pump can be adjusted based on the real-time oil consumption rate. The specific relationship between the real-time oil consumption rate and the pumping speed can be preset by those skilled in the art and will not be elaborated upon here.

[0071] In one embodiment, the UAV includes a fuel tank and a main fuel tank. The fuel in the fuel tank supplies fuel to the UAV's engine. The method further includes: if the UAV's fuel tank is at a low level, activating an auxiliary fuel pump to transfer fuel from the main fuel tank to the fuel tank, raising the fuel level in the fuel tank. Unlike the previous embodiment, which focused on increasing the refueling speed and providing early warning of potential fuel shortages before they actually occurred (a proactive avoidance measure), this embodiment only supplies fuel through the auxiliary fuel pump when the fuel level is already low. This method ensures that the fuel level in the fuel tank meets flight requirements, minimizing the risk of engine stalling.

[0072] In related technologies, UAV fuel control suffers from lengthy decision chains and signal distortion. The fuel system's functions are deeply embedded in the flight control software, resulting in raw information flow, lengthy decision chains, and high system coupling. This places a heavy burden on the flight control system, making the entire system rigid and difficult to evolve. It focuses only on collecting raw data, issuing only basic alarm signals when fuel tank levels or low fuel levels are detected. Subsequent critical decisions and executions, such as fuel pumping and return-to-base, must rely on secondary processing by the flight control system or manual intervention by ground personnel, leading to significant response delays. Furthermore, the susceptibility of sensors to interference and the simplicity of the algorithms result in frequent false alarms, causing complete distortion of flight time predictions. Missions are often conservatively terminated due to false alarms or plunged into dangerous situations due to missed alarms. Related technical solutions integrate all core fuel management algorithms (filtering, judgment, control, etc.) as software modules into the flight control computer. This exponentially increases the computational load, software complexity, and certification risks of the flight control system, while also depriving the fuel system of independent testing, verification, and upgrade capabilities. This severely restricts the modular development, reliability improvement, and cost control of the entire avionics system. In one embodiment, the generation and release of attitude restriction requests, the activation of auxiliary fuel pumps, the activation timing of auxiliary fuel pumps, the determination of low fuel level, the determination of remaining safe flight time, and the determination of remaining fuel quantity can be achieved through an independent intelligent fuel management unit, which serves as a dedicated computer for the fuel system. This unit possesses local computing power, enabling sensor data fusion, reliable status judgment, and autonomous control execution, and only reports refined high-level information (such as "low fuel level confirmed," "remaining flight time," and "remaining fuel quantity") to the flight control system. This achieves clear functional boundaries and separation of responsibilities, completely liberating the flight control system from underlying fuel control, significantly reducing its complexity, load, and development costs. It also improves the modularity, reliability, testability, and upgradeability of the entire system. Distributed intelligence enables the fuel system to respond independently and quickly, providing high-quality decision input to the flight control system.

[0073] The intelligent fuel management unit provides power to all fuel-related sensors, collects data from all sensors, independently integrates and calculates the data, and executes corresponding commands according to preset logic. It also connects to the UAV flight control system, providing core fuel calculation results (such as low fuel level alarm, remaining safe flight time, remaining fuel quantity, etc.). Its functions are configured as follows: 1. Remaining safe flight time calculation: The remaining fuel is obtained by integrating the flow sensor data, and the remaining safe flight time of the UAV is dynamically calculated by combining the real-time fuel consumption rate and the average fuel consumption rate model.

[0074] 2. Fuel Supply Assurance Logic: Based on preset logic, the auxiliary fuel pump is controlled to perform fuel supply operations, ensuring normal and reliable fuel supply under different conditions. An example of the fuel supply assurance logic is that when the fuel tank alarm is not triggered, during flight, the auxiliary fuel pump is predictively activated for a certain period to maintain the fuel tank at a full level; when the fuel tank low level alarm is triggered, the fuel pump is immediately activated unconditionally to draw fuel from the main fuel tank, ensuring continuous fuel supply. This process is independent of flight attitude determination.

[0075] 3. Attitude Safety Coordination Logic: In extreme cases, if the detected flight attitude (pitch angle, roll angle) exceeds the safety threshold (the current flight attitude meets the abnormal attitude requirements), posing a risk of engine air intake, an attitude limitation request is sent to the flight control system, which coordinates the handling according to task priority. As an example, the engine fuel supply safety coordination logic could be: when the fuel tank is at a low level, if the detected flight attitude (pitch angle, roll angle) exceeds the safety threshold, posing a risk of engine air intake, an attitude limitation request is sent to the flight control system, which coordinates the handling according to task priority.

[0076] In related technologies, low fuel levels during intense drone maneuvers can lead to the risk of air intake into the engine. Without effective fuel replenishment and anti-air intake measures, this can result in engine surge or even engine shutdown. The method provided in the above embodiment establishes two completely independent and parallel execution threads at the hardware level: when no conditions are triggered, the current fuel consumption rate is calculated based on the real-time fuel consumption rate and average fuel consumption model, and predictive fuel replenishment is performed; after conditions are triggered, the fuel replenishment command is executed immediately and unconditionally, unaffected by any other state, ensuring the fuel tank is full under all circumstances; if the trigger condition is met and the attitude exceeds limits, an attitude limitation coordination suggestion is sent to the flight control system. This fundamentally eliminates the possibility of fuel supply interruption and introduces predictive fuel replenishment logic, solidifying absolute fuel supply safety as the highest priority and uninterrupted hardware-level logic. By entrusting attitude risk to the flight control system for global mission balancing, it truly achieves a balance between ensuring safety and optimizing flight quality.

[0077] The method provided in the above embodiments achieves hierarchical separation of the system architecture, realizing a comprehensive leap in the fuel management system in terms of space, safety, and reliability. At the same time, the highest priority task of "ensuring fuel supply" is completely decoupled from the traditional, multi-conditionally constrained coupled logic, and is solidified and prioritized for execution through an independent hardware unit.

[0078] Please see Figure 4 , Figure 4 This is another specific flowchart illustrating a drone control method provided in an embodiment of this application, as shown below. Figure 4 As shown, taking the intelligent fuel management unit as an example, the control method of this UAV control system during certain phases of flight is as follows: Takeoff: The system powers on, the IFMU (Intelligent Fuel Management Unit) performs a self-test, reads the initial state of the sensors, and performs system initialization and parameter loading.

[0079] Cruise: The engine draws fuel from the fuel tank normally. The IFMU monitors sensor data and, during flight, predictively activates the auxiliary fuel pump for approximately 10 seconds (calculated based on fuel consumption rate and pump fuel level) to maintain the fuel tank at full level. If the fuel tank is not at a low level, a preventative fuel pumping logic is executed.

[0080] Sudden Maneuvering and Alarms: When the drone is flying at a steep incline for a sustained period of time, fuel consumption increases. If the predicted refueling fails to keep up with the consumption, a low fuel tank level alarm will be triggered.

[0081] IFMU Response: Immediately (within milliseconds), a start command is sent to the auxiliary fuel pump to quickly replenish the fuel tank. IFMU Coordination Logic Parallel Trigger: Upon detecting "low fuel tank level" and "roll angle > 20 degrees," the IFMU simultaneously generates a request message: "Fuel System Request: Limit roll angle to within 10 degrees, priority: high," and sends it to the flight controller via the CAN bus. When the fuel tank is in a low-level state, a low fuel warning is reported, and fuel pumping is immediately initiated while an attitude limitation request is sent to the flight controller system. During the fuel level warning period, if the roll angle is continuously detected to exceed the limit (met), an attitude limitation request is sent to the flight controller.

[0082] For example, when a drone is hovering in flight, predictive oil pumping calculates the pump's operating time and interval based on real-time oil consumption rate, pump rated flow rate, and level alarm altitude. For instance, if the calculated real-time oil consumption rate is 10L / h, the pump rated flow rate is 20L / h, and a 5L level alarm is triggered (based on flow sensor data indicating 5L of oil consumed), then theoretically, the pump can replenish the consumed oil in the tank in 30 minutes within one hour. Based on this, an interval of 10 minutes can be set for the pump to operate for 10 minutes. Compared to a continuously operating pump, this intermittent start-up method reduces the pump's operating time, thus extending its lifespan. The specific pump start-up interval can be determined comprehensively based on the real-time oil consumption rate and level alarm altitude. If the real-time oil consumption rate continues to increase over a certain period, the start-up interval needs to be shortened and / or the operating time increased; conversely, if the real-time oil consumption rate continues to decrease over a certain period, the start-up interval needs to be increased and / or the operating time decreased. As an example, the corresponding start-up interval can be preset based on different average fuel consumption rate ranges and fuel level alarm altitudes. During flight, the start-up interval and operating duration are adjusted based on the actual average fuel consumption rate range and fuel level alarm altitude. This strategy allows for intermittent fuel replenishment during flight, provided the fuel level alarm is not reached. This satisfies the engine's fuel needs, reduces the likelihood of fuel level alarms, and minimizes unnecessary fuel pump operating time (avoiding the fuel pump drawing excessive amounts of fuel from the main tank to the fuel tank beyond the engine's needs), thus extending the fuel pump's lifespan.

[0083] Flight control coordination: Upon receiving a request, the flight control system makes a decision based on the current mission phase. If it is a non-critical time in mission execution, meaning the flight mission priority (which can have different set levels depending on the mission type and execution phase, and the specific setting logic can be selected by those skilled in the art as needed) is lower than the attitude priority, the flight path may be adjusted to automatically limit angles. If it is a critical moment in mission execution (flight mission priority is higher than attitude priority), the maneuver may be maintained, and a "request denied" response may be sent. Regardless of the flight control system's response, the auxiliary fuel pump continues to pump fuel. This ensures fuel supply, and the auxiliary fuel pump is controlled according to preset logic.

[0084] Alarm cleared: Fuel from the main fuel tank is pumped to the sump tank, the sump tank level is restored, and the alarm is cleared. The IFMU stops the fuel pump and notifies the flight controller to "remove attitude restriction request".

[0085] Meanwhile, the IFMU obtains the remaining fuel based on the initial value of the fuel sensor and the integral of the flow sensor data (flow value), and dynamically calculates the remaining safe flight time of the UAV by combining the real-time fuel consumption rate (based on flight time) and the average fuel consumption rate model (a pre-set model, which may include the average fuel consumption rate under multiple scenarios). The calculated remaining flight time and remaining fuel are reported to the flight control system for flight decision-making. As an example, the more mileage traveled, the more accurate the average fuel consumption becomes, and the weighting coefficients will be automatically corrected with flight time and distance. For example, the average fuel consumption model (based on laboratory data) of a new aircraft (a newly put into use UAV) has a higher weighting ratio and a lower weighting ratio for the average fuel consumption rate. After accumulating 100 hours of flight time, the weighting ratio of the average fuel consumption rate (α) is higher and the weighting ratio of the average fuel consumption rate model (β) is lower. The weighting coefficients α and β in formula (1) are continuously adjusted according to the actual flight conditions.

[0086] In one embodiment, the IFMU is designed with common power distribution interfaces such as 5V, 12V, and 24V; common communication buses such as CAN, RS232, RS422, and RS485; and supports a wide voltage input of 9 to 36V, making it compatible with most commonly used sensors and flight control systems on the market.

[0087] The UAV control method provided in the above embodiments determines a first control strategy for the UAV based on the flight mission priority and return-to-home priority when it is predicted that the UAV will have insufficient fuel for return. The method then controls the UAV to execute the first control strategy, enabling the UAV to maximize its mission potential and perform more complex and longer flights within the safety boundary, thereby improving the efficiency of UAV use. In the event of insufficient fuel for return, the method does not mechanically return directly, but rather determines the subsequent first control strategy based on the comparison between mission priority and return-to-home priority. This better meets the actual needs of users and improves user satisfaction with the product.

[0088] By optimizing control logic and combining multi-sensor data with algorithmic optimization, fuel supply issues can be effectively resolved, providing accurate remaining flight time and fuel level data. A future-oriented modular avionics architecture is constructed by introducing an intelligent fuel management unit. Fuel management is upgraded from passive threshold alarms to proactive, prediction-based decision support, thereby maximizing mission efficiency while ensuring absolute safety.

[0089] In one embodiment, a drone control system is provided for executing the drone control method provided in any of the above embodiments. See also... Figure 5 , Figure 5 A schematic diagram of the structure of an unmanned aerial vehicle control system provided in an embodiment of this application is shown below. Figure 5As shown, the UAV control system 500 includes: a perception layer 510 for acquiring perception data of the UAV; an intelligent fuel management unit 520 for determining the remaining fuel quantity based on the perception data, and determining the remaining safe flight time based on the remaining fuel quantity, and sending the remaining safe flight time and perception data to the flight control module; and a flight control module 530 for determining the return time required based on the perception data, and then determining the return fuel quantity sufficient status based on the return time and remaining safe flight time. If the return fuel quantity sufficient status is not sufficient, the module determines the first control strategy of the UAV based on the flight mission priority and return priority, and controls the UAV to execute the first control strategy.

[0090] The sensing data includes, but is not limited to, the liquid level data in the oil collection tank, the liquid level data in the main oil tank, the flow rate data (flow rate value), and the operating data of the auxiliary oil pump.

[0091] The remaining fuel quantity is determined based on the initial fuel quantity (the total fuel tank of the main fuel tank (if any) and the collection tank when the flow rate is started, which can be obtained from the initial value of the fuel quantity sensor) and the flow rate value. The remaining safe flight time is determined based on the remaining fuel quantity, real-time fuel consumption rate, and average fuel consumption rate.

[0092] The return time is determined based on the drone's current location, meteorological data (such as wind speed and direction), return location, and remaining fuel.

[0093] If the time required to return exceeds the remaining safe flight time, then there will be insufficient fuel for the return flight.

[0094] Please see Figure 6 , Figure 6 A specific structural schematic diagram of an unmanned aerial vehicle (UAV) control system provided in an embodiment of this application is shown below. Figure 6 As shown, the UAV control system constructs a three-layer architecture of "precise perception - intelligent computing - collaborative decision-making", which is realized through an independent intelligent fuel management unit.

[0095] Sensing and Execution Layer: Main fuel tank and collection tank; the main fuel tank is equipped with a baffle and a low-level alarm sensor; the collection tank is equipped with a low-level alarm sensor (for example, the parameters of the sensor can be used to determine whether the fuel level is low) and a high-precision flow sensor for measuring the real-time fuel consumption of the engine (collecting flow data); an oil pump connecting the main and collection tanks (the auxiliary oil pump mentioned in the previous embodiment); and a fuel supply line connecting the collection tank and the engine.

[0096] Intelligent computing layer (intelligent fuel management unit): This unit communicates with all sensors and the UAV flight control system. Its core functions are: 1. Calculation of remaining flight time; 2. Fuel supply guarantee; 3. Engine fuel supply safety coordination logic. The specific calculation methods and logic content can be referred to the content of the aforementioned embodiments, and will not be repeated here.

[0097] Collaborative Decision-Making Layer: The intelligent fuel management unit packages the calculated remaining safe flight time T1, remaining fuel quantity, and status of each fuel tank into fuel management data, and periodically sends it to the flight control system (flight control module). The flight control system (flight control module), acting as the global decision-maker, receives this data packet (fuel management data) and, combined with the UAV's current GPS position, distance from the local or alternate landing site, and wind speed and direction along the flight path, calculates the return time T2. The flight control system then autonomously compares and decides: if T1... <T2 If m (where m is the return safety coefficient) is detected, the return judgment logic will be automatically triggered to replan the return route or the alternate landing route.

[0098] Specific limitations regarding the UAV control system can be found in the limitations of the UAV control method described above, and will not be repeated here. Each module in the aforementioned UAV control system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in the electronic device, or stored in the memory of the electronic device as software, so that the processor can call and execute the corresponding operations of each module.

[0099] In this embodiment, the UAV control system is essentially configured with multiple modules to execute the UAV control method in any of the above embodiments. The specific functions and technical effects can be referred to in the above embodiments, and will not be repeated here.

[0100] In one embodiment, an intelligent fuel management unit is provided, comprising: an acquisition module for acquiring raw sensor data (such as current fuel level, initial value of fuel level sensor, flow rate, and status of each fuel tank); a remaining fuel quantity determination module for determining the remaining fuel quantity based on the initial value of the fuel level sensor and the flow rate; a real-time fuel consumption rate determination module for determining real-time fuel consumption based on the flow rate and flight time; a remaining safe flight time determination module for determining the remaining safe flight time based on the remaining fuel quantity, real-time fuel consumption rate, and average fuel consumption rate model; and a transmission module for transmitting a data packet containing at least one data such as the remaining safe flight time, remaining fuel quantity, and status of each fuel tank to a flight control module for the flight control module to determine a control strategy.

[0101] In one embodiment, the intelligent fuel management unit further includes a fuel supply guarantee module, used to control the operation of an auxiliary fuel pump according to preset logic. The preset logic includes, but is not limited to, at least one of the following: during the UAV flight phase, the auxiliary fuel pump is activated to transfer fuel from the main fuel tank to the collection tank, so that the fuel in the collection tank is maintained at a preset level, which is higher than the low level and lower than or equal to the full level; the current fuel consumption rate of the UAV is obtained; if the current fuel consumption rate is greater than the preset fuel consumption rate, a low fuel tank level alarm is triggered, and the auxiliary fuel pump is activated to transfer fuel from the main fuel tank to the collection tank, raising the level of the collection tank; if the UAV's collection tank is in a low level state, the auxiliary fuel pump is activated to transfer fuel from the main fuel tank to the collection tank, raising the level of the collection tank.

[0102] In one embodiment, the intelligent fuel management unit further includes an engine fuel supply safety coordination logic module, used to obtain the current flight attitude of the UAV; if the UAV's fuel tank is in a low liquid level state and the current flight attitude meets the abnormal attitude requirements, generate an attitude restriction request; if the flight mission priority is higher than the attitude priority, reject the attitude restriction request and control the UAV to continue to execute the flight mission; if the flight mission priority is lower than the attitude priority, control the UAV to adjust the current flight attitude until the flight attitude meets the normal attitude requirements, and restrict the UAV's flight attitude to meet the normal attitude requirements.

[0103] Specific limitations regarding the intelligent fuel management unit can be found in the above description of the drone control method, and will not be repeated here. Each module in the aforementioned intelligent fuel management unit can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in the electronic device, or stored in the memory of the electronic device as software, so that the processor can call and execute the corresponding operations of each module.

[0104] In this embodiment, the intelligent fuel management unit is essentially set up with multiple modules to execute the drone control method in any of the above embodiments. The specific functions and technical effects can be referred to in the above embodiments, and will not be repeated here.

[0105] In one embodiment, a drone is provided for performing the drone control method provided in any of the above embodiments. See also... Figure 7 , Figure 7 A schematic diagram of the structure of a drone provided in an embodiment of this application is shown below. Figure 7As shown, the UAV 700 includes: an auxiliary fuel pump 710, a fuel collection tank 720, a main fuel tank 730, an engine 740, a sensor assembly 750, an intelligent fuel management unit 520, and a flight control module 530. The auxiliary fuel pump 710 transfers fuel from the main fuel tank 730 to the fuel collection tank 720; during UAV flight, fuel from the fuel collection tank 720 supplies fuel to the engine 740. The sensor assembly 750 acquires the UAV's perception data. The intelligent fuel management unit 520 determines the remaining safe flight time based on the perception data and sends the remaining safe flight time and perception data to the flight control module 530. The flight control module 530 determines the return flight time based on the perception data, and then determines the return flight fuel sufficiency status based on the return flight time and remaining safe flight time. If the return flight fuel sufficiency status is insufficient, the module determines the UAV's first control strategy based on the UAV's flight mission priority and return flight priority, and controls the UAV to execute the first control strategy.

[0106] It should be noted that the flight control module and intelligent fuel management unit in this embodiment are the same as those provided in the aforementioned embodiments.

[0107] For specific limitations regarding drones, please refer to the limitations on drone control methods mentioned above, which will not be repeated here. The various modules in the aforementioned drone can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in hardware within or independently of the processor in the electronic device, or stored in software within the memory of the electronic device, so that the processor can call and execute the corresponding operations of each module.

[0108] In this embodiment, the drone is actually equipped with multiple modules to execute the drone control method in any of the above embodiments. The specific functions and technical effects can be referred to in the above embodiments, and will not be repeated here.

[0109] See Figure 8 , Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown below. Figure 8 As shown, this embodiment of the invention also provides an electronic device 800, including a processor 801, a memory 802, and a communication bus 803; the communication bus 803 is used to connect the processor 801 and the memory 802; the processor 801 is used to execute a computer program stored in the memory 802 to implement the method described in any of the above embodiments.

[0110] This invention also provides a computer-readable storage medium having a computer program stored thereon, the computer program being used to cause a computer to perform the method provided in any of the above embodiments.

[0111] This application also provides a non-volatile readable storage medium storing one or more modules (programs) that, when applied to a device, enable the device to execute the instructions included in the steps provided in this application.

[0112] This application also provides a computer program product, including a computer program that, when executed by a processor, can implement the steps and corresponding content of the aforementioned method embodiments.

[0113] It should be noted that the computer-readable medium described in this disclosure can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this disclosure, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this disclosure, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0114] The aforementioned computer-readable medium may be included in the aforementioned electronic device; or it may exist independently and not assembled into the electronic device.

[0115] Computer program code for performing the operations of this disclosure can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0116] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of methods and computer program products according to various embodiments of this disclosure. 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 indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated 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 the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0117] It should be understood that the terms "first," "second," etc., used in this application are used to distinguish similar objects and do not necessarily indicate a specific order or sequence. The technical features to which these terms are used can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in a sequence other than that shown in the figures or text.

[0118] It should be understood that although the flowcharts provided in the embodiments of this application indicate the various steps with arrows, the order indicated by the arrows does not necessarily limit the implementation order of these steps. Those skilled in the art can perform these steps in other orders according to different implementation scenarios and requirements.

[0119] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A method for controlling an unmanned aerial vehicle (UAV), characterized in that, The method includes: If it is predicted that the drone will have insufficient fuel for return, a first control strategy for the drone is determined based on the drone's flight mission priority and return priority, and the drone is controlled to execute the first control strategy.

2. The UAV control method as described in claim 1, characterized in that, Before determining the first control strategy of the UAV based on its flight mission priority and return-to-home priority, the method further includes determining a sufficient return-to-home fuel status. This sufficient return-to-home fuel status is determined based on the remaining safe flight time and the time required for return. The sufficient return-to-home fuel status includes either insufficient return-to-home fuel or sufficient return-to-home fuel. The remaining safe flight time is determined in the following ways: Obtain initial fuel level, current fuel level, current flight duration, and historical average fuel consumption rate; The remaining fuel quantity is determined based on the initial fuel quantity and the current fuel quantity; The current fuel consumption rate is determined based on the current flight duration and remaining fuel. The current theoretical fuel consumption rate is determined based on the historical average fuel consumption rate and the current fuel consumption rate. The remaining safe flight time is determined based on the remaining fuel quantity and the current theoretical fuel consumption rate.

3. The UAV control method as described in claim 1, characterized in that, The first control strategy of the UAV is determined based on the flight mission priority and return-to-home priority of the UAV, including at least one of the following: If the flight mission priority is higher than the return-to-home priority, the first control strategy will be determined as continuing to execute the flight mission; If the flight mission priority is lower than the return-to-home priority, the first control strategy will be determined to execute the return-to-home.

4. The UAV control method as described in claim 3, characterized in that, If the first control strategy determines that the flight mission should continue, the method further includes: Monitor the completion status of flight missions and send low fuel alarm messages to preset targets; If the execution completion status is "complete", obtain the latest location and the latest remaining safe flight time of the UAV; Based on the latest location and the latest remaining safe flight time, select one from multiple pre-arranged landing locations to obtain the current alternate landing location; Control the drone to make an emergency landing at the current emergency landing location.

5. The UAV control method as described in claim 3, characterized in that, If the first control strategy is determined to execute a return flight, the method further includes: Control the drone to interrupt its current flight path and send an autonomous return-to-home message based on fuel consumption to a preset target; Obtain the current location and return location of the drone; Based on the current location and the return location, a return path is planned, and the drone is controlled to return along the return path.

6. The unmanned aerial vehicle (UAV) control method according to any one of claims 1-5, characterized in that, The method further includes: Obtain the current flight attitude of the drone; If the drone's fuel tank is at a low level and the current flight attitude meets the abnormal attitude requirements, an attitude restriction request is generated. If the flight mission priority is higher than the attitude priority, the attitude restriction request is rejected, and the UAV is controlled to continue performing the flight mission. If the flight mission priority is lower than the attitude priority, the UAV is controlled to adjust its current flight attitude until the flight attitude meets the normal attitude requirements, and the flight attitude of the UAV is restricted to meet the normal attitude requirements.

7. The UAV control method as described in claim 6, characterized in that, After controlling the drone to adjust its current flight attitude, the method further includes: Monitor the liquid level in the oil collection tank; If the oil tank is not at a low level, the restriction that the UAV's flight attitude meets the normal attitude requirement is lifted.

8. The unmanned aerial vehicle (UAV) control method according to any one of claims 1-5, characterized in that, The drone includes a fuel tank and a main fuel tank, and the engine of the drone is fueled by the fuel in the fuel tank. The method further includes at least one of the following: During the flight phase of the UAV, the auxiliary oil pump is activated to transfer oil from the main oil tank to the collection tank, so that the oil in the collection tank is maintained at a preset level, which is higher than the low level and lower than or equal to the full level. The current fuel consumption rate of the drone is obtained. If the current fuel consumption rate is greater than the preset fuel consumption rate, a low fuel tank level alarm is triggered, and the auxiliary oil pump is started to transfer the oil in the main fuel tank to the fuel tank, thereby raising the fuel tank level. If the drone's fuel tank is at a low level, start the auxiliary fuel pump to transfer oil from the main fuel tank to the fuel tank, thereby raising the fuel tank's level.

9. A drone control system, characterized in that, The system includes: The perception layer is used to acquire perception data from the drone. The intelligent fuel management unit is used to determine the remaining fuel quantity based on the sensing data, and to determine the remaining safe flight time based on the remaining fuel quantity, and to send the remaining safe flight time and the sensing data to the flight control module; The flight control module is used to determine the return time based on the perception data, and then determine the return fuel level based on the return time and remaining safe flight time. If the return fuel level is insufficient, the module determines the first control strategy of the UAV based on the flight mission priority and return priority, and controls the UAV to execute the first control strategy.

10. A drone, characterized in that, The UAV includes an auxiliary fuel pump, a fuel collection tank, a main fuel tank, an engine, a sensor assembly, an intelligent fuel management unit, and a flight control module, wherein: The auxiliary oil pump is used to transfer oil from the main oil tank to the oil collection tank; During the flight phase of the drone, the oil in the oil tank is used to supply fuel to the engine; The sensor assembly is used to acquire perception data from the UAV; The intelligent fuel management unit is used to determine the remaining safe flight time based on the sensing data, and send the remaining safe flight time and the sensing data to the flight control module; The flight control module is used to determine the return time based on the perception data, and then determine the return fuel availability status based on the return time and remaining safe flight time. If the return fuel availability status is insufficient, the module determines the first control strategy of the UAV based on the flight mission priority and return priority, and controls the UAV to execute the first control strategy.

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