Aircraft control method, and mobile platform control method and device

Abstract

An aircraft control method, a mobile platform control method and device, and a storage medium. The aircraft control method comprises: acquiring a current task parameter of a current flight task and historical flight data of a historical flight task related to the current task, wherein the current task parameter is related to the energy consumption of an aircraft, the historical flight data comprises historical task parameters and historical energy consumption in the historical flight task, and the historical task parameters are related to the energy consumption of the aircraft executing the historical task (S102); and acquiring the current remaining power energy of the aircraft in real time, and on the basis of the current task parameter, the historical flight data and the current remaining power energy of the aircraft, determining whether the aircraft can reach the destination of the current flight task or not (S104). Whether the aircraft can reach the destination of the current flight task or not is determined according to the historical flight information, so that a more accurate determination result can be obtained.

Description

Aircraft control method, movable platform control method and device Technical Field

[0001] The embodiments of the present application relate to the field of aircraft control technology, and more specifically, to a method for controlling an aircraft, and a method and device for controlling a movable platform. Background Art

[0002] Mobile platforms (e.g., aircraft, vehicles, mobile robots, etc.) are widely used in various industries. When using mobile platforms to perform tasks, it is necessary to predict whether the mobile platform can reach the destination, so that a suitable control strategy can be adopted to control the mobile platform based on the prediction result to ensure the safety of the mobile platform during movement. Taking the use of mobile platforms in the transportation industry as an example, since the transportation industry has more stringent requirements on whether the mobile platform can reach the destination, it is necessary to accurately determine whether the mobile platform can reach the destination, so that a suitable control strategy can be adopted based on the determination result to avoid the mobile platform from failing the transportation mission due to insufficient power and energy, or even causing the loss of both the mobile platform and the transported goods. Although traditional technologies can also determine the remaining power and energy of the mobile platform, because the determination of whether the mobile platform can reach the destination is not accurate enough, it is still possible that the mobile platform will fail the transportation mission due to insufficient power and energy. Therefore, it is necessary to provide a solution that can accurately determine whether the mobile platform can reach the destination.

[0003] Summary of the Invention

[0004] In view of this, the present application provides a method for controlling an aircraft, a method for controlling a movable platform, a device, and a storage medium.

[0005] According to a first aspect of the present application, a method for controlling an aircraft is provided, the method comprising:

[0006] Obtaining current mission parameters of a current flight mission and historical flight data of historical flight missions related to the current mission, wherein the current mission parameters are related to energy consumption of the aircraft, and the historical flight data includes historical mission parameters and historical energy consumption in historical flight missions, wherein the historical mission parameters are related to energy consumption of the aircraft performing the historical missions;

[0007] Obtaining the current remaining power energy of the aircraft in real time; and

[0008] Based on the current mission parameters, historical flight data, and the current remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

[0009] According to a second aspect of the present application, a method for controlling an aircraft is provided, the method comprising:

[0010] Before the aircraft takes off, obtaining a positioning signal from a positioning sensor onboard the aircraft;

[0011] Determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft; and

[0012] Based on the distribution of obstacles around the aircraft, it is determined whether to control the aircraft to take off.

[0013] According to a third aspect of the present application, a method for controlling an aircraft is provided, the method comprising:

[0014] After the aircraft lands, controlling the aircraft to automatically enter a locked state, wherein when the aircraft is in the locked state, the propeller of the aircraft cannot rotate;

[0015] detecting whether an operating component on the aircraft body is triggered by a user;

[0016] In response to the operating component on the aircraft fuselage being triggered by the user, the locked state is released.

[0017] According to a fourth aspect of the present application, a method for controlling a movable platform is provided, the method comprising:

[0018] Obtaining current task parameters of a current task and historical motion data of historical tasks related to the current task, wherein the current task parameters are related to energy consumption of the mobile platform; the historical motion data includes historical task parameters and historical energy consumption in the historical tasks, wherein the historical task parameters are related to energy consumption of the mobile platform for executing the historical tasks;

[0019] obtaining the current remaining power energy of the movable platform in real time; and

[0020] Based on the current mission parameters, historical motion data, and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current mission.

[0021] According to a fifth aspect of the present application, a control device for an aircraft is provided, the device comprising a processor, a memory, and a computer program stored in the memory for execution by the processor. When the processor executes the computer program, the following steps may be implemented:

[0022] Obtaining current mission parameters of a current flight mission and historical flight data of historical flight missions related to the current mission, wherein the current mission parameters are related to energy consumption of the aircraft, and the historical flight data includes historical mission parameters and historical energy consumption in historical flight missions, wherein the historical mission parameters are related to energy consumption of the aircraft performing the historical missions;

[0023] Obtaining the current remaining power energy of the aircraft in real time; and

[0024] Based on the current mission parameters, historical flight data, and the current remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

[0025] According to a sixth aspect of the present application, there is provided a control device for an aircraft, the device comprising a processor, a memory, and a computer program stored in the memory for execution by the processor, wherein when the processor executes the computer program, the following steps may be implemented:

[0026] Before the aircraft takes off, obtaining a positioning signal from a positioning sensor onboard the aircraft;

[0027] Determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft; and

[0028] Based on the distribution of obstacles around the aircraft, it is determined whether to control the aircraft to take off.

[0029] According to a seventh aspect of the present application, a control device for an aircraft is provided, the device comprising a processor, a memory, and a computer program stored in the memory for execution by the processor. When the processor executes the computer program, the following steps may be implemented:

[0030] After the aircraft lands, controlling the aircraft to automatically enter a locked state, wherein when the aircraft is in the locked state, the propeller of the aircraft cannot rotate;

[0031] detecting whether an operating component on the aircraft body is triggered by a user;

[0032] In response to the operating component on the aircraft fuselage being triggered by the user, the locked state is released.

[0033] According to an eighth aspect of the present application, a control device for a mobile platform is provided, the device comprising a processor, a memory, and a computer program stored in the memory for execution by the processor, wherein when the processor executes the computer program, the following steps can be implemented:

[0034] Obtaining current task parameters of a current task and historical motion data of historical tasks related to the current task, wherein the current task parameters are related to energy consumption of the mobile platform; the historical motion data includes historical task parameters and historical energy consumption in the historical tasks, wherein the historical task parameters are related to energy consumption of the mobile platform for executing the historical tasks;

[0035] obtaining the current remaining power energy of the movable platform in real time; and

[0036] Based on the current mission parameters, historical motion data, and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current mission.

[0037] According to the ninth aspect of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed, the method mentioned in the first, second, third and / or fourth aspects is implemented.

[0038] Using the solution provided by this application, when determining whether an aircraft can reach the destination of a current flight mission, historical flight data from related missions can be used to assist in the determination. These historical missions can be missions of high reference value to the current mission. For example, the energy consumption-related mission parameters of these historical missions can be the same as or similar to the energy consumption-related mission parameters of the current mission. Thus, by using the historical flight data from these historical missions as a reference, a more accurate determination can be made as to whether the aircraft can reach the destination during the current mission.

[0039] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0041] FIG1 is a flow chart of an aircraft control method according to an embodiment of the present application.

[0042] FIG2 is a schematic diagram of setting an alternate landing point according to an embodiment of the present application.

[0043] FIG3 is a schematic diagram of a route planned from a current location to an alternate landing point according to an embodiment of the present application.

[0044] FIG4 is a schematic diagram of a route planned from a current location to an alternate landing point according to an embodiment of the present application.

[0045] FIG5 is a schematic diagram of a control device displaying alternate landing point flight information according to an embodiment of the present application.

[0046] FIG6 is a schematic diagram of cloud-based management of alternate landing point usage information according to an embodiment of the present application.

[0047] FIG7 is a schematic diagram showing a situation where the area below a mission route is not suitable for landing according to an embodiment of the present application.

[0048] FIG8 is a schematic diagram of a takeoff control aircraft hovering for self-testing according to an embodiment of the present application.

[0049] FIG9 is a schematic diagram showing a situation in which a positioning signal of an aircraft is blocked according to an embodiment of the present application.

[0050] FIG10 is a schematic diagram of determining obstacle distribution based on positioning signals theoretically received by an aircraft and positioning signals actually received according to an embodiment of the present application.

[0051] FIG11 is a schematic diagram showing a possible threat to the life safety of surrounding users after an aircraft lands according to an embodiment of the present application.

[0052] FIG12 is a schematic diagram of the logical structure of a control device of an aircraft according to an embodiment of the present application.

[0053] FIG13 is a schematic diagram of the logical structure of a control device for a movable platform according to an embodiment of the present application. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0055] With the development of technology, various types of mobile platforms, such as aircraft, logistics vehicles, and robots, are widely used in various industries. When using mobile platforms to perform tasks, it is necessary to predict whether the mobile platform can reach the destination. Based on the prediction results, appropriate control strategies can be adopted to control the mobile platform and ensure the safety of the mobile platform during movement. Taking the use of mobile platforms in the transportation industry as an example, since the transportation industry has more stringent requirements on whether the mobile platform can reach the destination, it is necessary to accurately determine whether the mobile platform can reach the destination both before and during the execution of the task. Based on the judgment results, appropriate control strategies can be adopted to avoid the failure of the transportation task due to insufficient power and energy, or even the loss of both the mobile platform and the transported payload.

[0056] For example, for mobile platforms widely used in the logistics field (such as logistics robots), determining whether they can reach their destination is particularly important. Failure to reach the destination will not only result in the failure of the transportation mission, resulting in a waste of resources, but also the possibility of landing or getting lost along the way due to insufficient power, which can easily cause the loss of the mobile platform and cargo, resulting in huge losses. Therefore, compared to other types of mobile platforms, logistics mobile platforms require more accurate judgment on whether they can reach their destination.

[0057] Although some current technologies can predict the power and energy consumption of a mobile platform during a mission, and thus determine whether the mobile platform can reach its destination, the judgment results are not accurate enough, and there is still a possibility that the mobile platform may fail the transportation mission due to insufficient power and energy. Therefore, it is necessary to provide a solution that can more accurately determine whether the mobile platform can reach its destination.

[0058] Based on this, an embodiment of the present application provides an aircraft control method that, when determining whether an aircraft can reach the destination of a current flight mission, can use historical flight data from previous missions related to the current mission to assist in the determination. These previous missions can be missions that have high reference value for the current mission. For example, the energy consumption-related mission parameters of these previous missions can be the same as or similar to the energy consumption-related mission parameters of the current mission. Thus, by using the historical flight data of these previous missions as a reference, a more accurate determination can be made as to whether the aircraft can reach the destination in the current mission.

[0059] In some scenarios, the aircraft control method provided in the embodiments of the present application can be executed by the aircraft, for example, by a control device or processor in the aircraft. In some scenarios, the control method can also be executed by a control device of the aircraft, such as a mobile phone or cloud platform server that is connected to the aircraft. After determining whether the aircraft can reach its destination, the control device can notify the aircraft.

[0060] The aircraft in the embodiments of the present application can be any type of unmanned aerial vehicle, such as a logistics aircraft. Alternatively, it can be a manned aircraft. The aircraft can be powered by electricity, fuel, or other forms of energy, which are not limited in the embodiments of the present application.

[0061] As shown in FIG1 , the aircraft control method provided in the embodiment of the present application may include the following steps:

[0062] S102: Acquire current mission parameters of a current flight mission and historical flight data of historical flight missions related to the current mission; wherein the current mission parameters are related to energy consumption of the aircraft, and the historical flight data includes historical mission parameters and historical energy consumption in historical flight missions, wherein the historical mission parameters are related to energy consumption of the aircraft performing the historical missions;

[0063] In step S102, mission parameters of the current flight mission (hereinafter referred to as current mission parameters) may be obtained. The current mission parameters may be related to aircraft energy consumption, i.e., various parameters that affect aircraft energy consumption. For example, the current mission parameters may include the route distance, route altitude, flight environment parameters, and the weight of the payload, etc., corresponding to the current flight mission.

[0064] In addition, historical flight data of historical flight missions related to the current flight mission may also be obtained. The historical flight data may include mission parameters (hereinafter referred to as historical mission parameters) and historical energy consumption of the historical flight missions. The historical mission parameters may be various parameters related to the energy consumption of the aircraft when executing the historical flight missions, and the historical energy consumption may be the energy consumption of the aircraft when executing the historical flight missions.

[0065] Among them, the power energy sources are different for different types of aircraft. For example, the power energy can be electricity, fuel, etc. Correspondingly, the energy consumption can be electricity consumption, fuel consumption, etc.

[0066] If some or all of the mission parameters from a previous mission are identical or similar to the current mission parameters from the current mission, the mission can be considered relevant to the current mission. Since mission parameters are related to the aircraft's energy consumption, a close proximity between these parameters indicates similar energy consumption during the missions, providing a valuable reference for estimating the energy consumption of the current mission. Therefore, combining this historical information with the historical experience of these missions can more accurately predict whether the aircraft will reach its destination during the current mission.

[0067] S104, obtaining the current remaining power energy of the aircraft in real time; and determining whether the aircraft can reach the destination of the current flight mission based on the current mission parameters, historical flight data and the current remaining power energy of the aircraft.

[0068] In step S104, the remaining power energy of the aircraft performing the current flight mission can be obtained in real time, and based on the current mission parameters, historical flight data and the remaining power energy, it is determined whether the aircraft can reach the destination of the current flight mission.

[0069] Among them, there can be many specific judgment methods. For example, a model can be pre-trained using historical flight data, and the relationship between mission parameters and energy consumption can be learned through the model. Then, the trained model can be used to predict the energy consumption of the current flight mission based on the current mission parameters, and then the remaining power energy of the aircraft can be combined to determine whether the aircraft can reach the destination of the current flight mission.

[0070] Alternatively, the energy consumption of the current flight mission may be directly estimated based on the difference between the current mission parameters and the historical mission parameters, as well as the historical energy consumption, to determine whether the destination can be reached.

[0071] In some embodiments, the types of current mission parameters and / or historical mission parameters may include one or more of the following: flight mission route parameters, payload weight carried by the aircraft, and flight environment parameters. The route parameters may be the location information of each waypoint in the route, or the distance or flight altitude of the route. The flight environment parameters may include the wind speed, altitude, and obstacle distribution of the current environment (in scenarios with many obstacles, the aircraft needs to frequently avoid obstacles, which also increases energy consumption).

[0072] In some embodiments, the aircraft model used to perform the historical mission is the same as the aircraft model used to perform the current mission. Typically, different aircraft models have significantly different energy consumption. To accurately estimate the energy consumption of the current mission using historical flight data, the aircraft model used to perform the historical mission should be consistent with the aircraft model used to perform the current mission.

[0073] In some embodiments, considering that flight routes significantly impact energy consumption, such as flight distance and altitude, historical flight missions may be selected for reference if their routes overlap with the current mission's by a greater than a preset threshold. For example, if the overlap between two missions is greater than 80%, this indicates that their flight paths are generally similar, thus providing a high reference value.

[0074] In some embodiments, considering that the flight environment also has a certain impact on the energy consumption of the aircraft, for example, the size of the ambient wind speed, the altitude, etc. will affect the energy consumption during the flight, therefore, when selecting a historical flight mission as a reference, you can select a historical flight mission whose flight environment parameters and the flight environment parameters of the current flight mission are less than or equal to a preset threshold value to ensure that the difference in the flight environment of the two missions is not too large.

[0075] In some embodiments, considering that the load weight carried by the aircraft will also have a significant impact on energy consumption, when selecting historical flight missions as references, historical flight missions can be selected in which the difference between the load weight and the load weight of the current flight mission is less than or equal to a preset threshold to ensure that the load weights of the two missions are relatively close.

[0076] Of course, in actual applications, historical tasks can meet one of the above conditions, or can meet multiple of the above conditions at the same time, and can be flexibly set based on actual needs.

[0077] In some embodiments, after determining whether an aircraft can reach its destination, the aircraft can be controlled based on the determination. Appropriate control strategies can be employed to control the aircraft based on the specific timing and results of the determination. For example, if the aircraft is determined to be unable to reach its destination before executing its current mission, the current mission can be suspended. If the aircraft is determined to be unable to reach its destination during its current mission, consideration must be given to controlling the aircraft to land in order to ensure its safety. By employing appropriate control strategies based on the determination results, resource waste can be avoided and aircraft safety can be ensured.

[0078] In some embodiments, the determination of whether the aircraft can reach its destination can be performed before the aircraft executes its current flight mission. For example, before the current mission begins, the current mission parameters and historical flight data can be retrieved and a determination result obtained. If the determination is that the aircraft can reach its destination, the aircraft is controlled to execute the current mission; otherwise, an alarm is issued or the current mission is suspended. By making an accurate determination before the mission is executed, resources can be avoided by controlling the aircraft to execute the mission even if insufficient power and energy are available to support the aircraft reaching its destination.

[0079] In some embodiments, considering that some current mission parameters need to be obtained after the aircraft takes off, a hovering phase can be set after the aircraft takes off and before executing the current mission. When the aircraft is in the hovering phase, the current mission parameters and historical flight data are obtained, and then the judgment result is obtained.

[0080] In some embodiments, even if a determination is made before a mission is executed that the aircraft can reach its destination, the initial determination may be inaccurate due to various factors during the mission (e.g., changes in ambient wind speed, hardware performance degradation or failure, etc.). To ensure the safety of the aircraft throughout the flight, the current mission parameters may be acquired in real time during the mission, and then a determination may be made as to whether the aircraft can reach its destination based on the most recently acquired current mission parameters and historical flight data. If the aircraft is determined to be able to reach its destination, the aircraft may be controlled to continue executing the current flight mission.

[0081] In some embodiments, if it is determined that the aircraft cannot reach its destination, in order to avoid loss of the aircraft and its payload, a determination may be made as to whether the drone can reach any pre-set alternate landing point. If it is determined that the drone can reach the pre-set alternate landing point, a target alternate landing point may be selected from the available alternate landing points, and the drone may be controlled to land at the target alternate landing point.

[0082] The alternate landing point can be a plurality of landing points pre-set by the user that are suitable for the landing of the aircraft. As shown in Figure 2, in some scenarios, the alternate landing point can be set on the projection line of the route of the current flight mission on the ground, that is, directly landing on the ground below the route. In some scenarios, considering that not all areas below the route are suitable for landing, the alternate landing point can also be located near the projection line of the route of the current flight mission on the ground. For example, it can be a point within a preset distance range of the projection line. The alternate landing point can be a point selected by the user that is suitable for landing. For example, it can be a relatively flat landing point with no obstacles around it, so as to ensure the safe landing of the aircraft. At the same time, by setting an alternate landing point, it can also be convenient for users to find the aircraft in the scenario where the aircraft automatically shuts down due to insufficient power energy.

[0083] In some implementations, a route from the aircraft's current location to various pre-set alternate landing points can be planned in real time while the aircraft is executing its current flight mission. The power required to travel from the current location to each alternate landing point can then be determined based on the planned route, and the aircraft's ability to reach each alternate landing point can be determined based on the required power and the aircraft's remaining power. By planning routes to alternate landing points in real time during flight, if it is detected that the aircraft cannot reach its destination, the aircraft can quickly determine whether it can reach the alternate landing point based on the planned route, select a suitable alternate landing point, and complete landing.

[0084] When planning an aircraft's route from its current location to its alternate landing point, the overarching principle is to minimize energy consumption while ensuring high safety. This high safety is reflected in the aircraft's relatively predictable flight path, making it easier to locate the aircraft later. For example, if the aircraft is a logistics aircraft, preventing cargo loss during flight is crucial. Therefore, a relatively fixed flight path is typically required to facilitate locating the aircraft if contact is lost.

[0085] Therefore, in some embodiments, as shown in FIG3 , for any alternate landing point, when planning the route from the current position to the alternate landing point, the aircraft can be controlled to first fly along the route of the current flight mission from the current position to the bifurcation point, and then fly from the bifurcation point to the alternate landing point. Among them, the bifurcation point is located on the route of the current flight mission. For example, for each alternate landing point, the user can set the bifurcation point corresponding to the alternate landing point on the route, and the bifurcation point is close to the alternate landing point. Or the bifurcation point can also be the projection point of the alternate landing point on the nearby mission route. In short, this method can ensure that the aircraft can fly along the mission route as much as possible during the process from the current position to the alternate landing point, thereby improving the safety during the flight.

[0086] In some embodiments, as shown in FIG4 , when planning a route from the current location to any alternate landing point, the aircraft can be controlled to fly from the current location to a target point, and then from the target point to the alternate landing point. The target point is located directly above the alternate landing point. It should be noted that "directly above" does not necessarily mean the target point must be exactly vertically above the alternate landing point; it can also deviate within a certain angle range, as long as the target point is approximately directly above the alternate landing point. When flying from the current location to the target point, the aircraft can fly directly horizontally along the line connecting the current location and the target point, and vertically adjust its altitude based on obstacle conditions. Compared to flying directly along the mission route, this route planning method can shorten the flight distance during the landing process to the alternate landing point, saving more energy. Furthermore, since the aircraft generally flies horizontally along the line connecting the current location and the target point, it is also relatively safer. Even if the aircraft is lost, it can be found along this line.

[0087] In some embodiments, there may be multiple alternate landing points that the aircraft can reach from its current location, and the specific alternate landing point can be selected by the user. For example, after determining the reachable alternate landing points, the flight information corresponding to each reachable alternate landing point can be sent to the aircraft's control device and then displayed to the user through the control device. The user can trigger an alternate landing point selection instruction on the control device based on the flight information and select the alternate landing point they need. Then, based on the alternate landing point selection instruction triggered by the user, a target alternate landing point can be selected from the reachable alternate landing points, and the aircraft can be controlled to land at the target alternate landing point.

[0088] In some embodiments, the flight information may include the route parameters between the current location and each accessible alternate point, the power energy required for the aircraft to land at each accessible alternate point, and the remaining power energy after the aircraft lands at each accessible alternate point. Usually, after the aircraft lands at the alternate point, the user is more concerned about: the location of the aircraft at this time, for example, the distance from the user, how much power energy the aircraft needs to consume to reach each alternate point, and how much power energy the aircraft has left after arriving at the alternate point, so as to facilitate subsequent search for the aircraft. Therefore, as shown in Figure 5, the above-mentioned flight information can be sent to the control device for display to the user, so that the user can select the alternate landing plan that best suits him based on this information.

[0089] In some embodiments, as shown in FIG5 , in a scenario where there are multiple accessible alternate points, a recommended alternate point may be selected from the multiple accessible alternate points and then displayed to the user via the aircraft's control device. The recommended alternate point may be selected from the multiple alternate points based on a specific screening mechanism, such as the point closest to the user, the point closest to the current location, or the one that consumes the least energy. If the user does not trigger an alternate point selection instruction after viewing the flight information corresponding to the alternate point displayed by the control device, the recommended alternate point may be directly determined as the target alternate point.

[0090] Considering that the alternate landing point can be exclusive to a single aircraft or shared by multiple aircraft, and the alternate landing point can be reused, it is necessary to manage the alternate landing point. For example, as shown in Figure 6, the use information of the alternate landing point can be stored by the cloud server. The use information can include whether each alternate landing point is occupied, whether the alternate landing point is reserved, and the owner of the alternate landing point (for example, whether the alternate landing point is public or privately owned by a certain aircraft). After the aircraft lands at a certain alternate landing point, the status of the alternate landing point can be updated to "occupied". After the aircraft determines to land at a certain alternate landing point, it can also reserve the alternate landing point through the cloud server so that the status of the alternate landing point can be updated to "reserved".

[0091] In some embodiments, as shown in Figure 6, before determining whether an aircraft can reach any pre-set alternate point, it is possible to first obtain alternate point usage information. Based on this usage information, the currently available alternate points are obtained from the pre-set alternate points, and then determine whether the aircraft can reach any of the available alternate points. After determining the target alternate point to land at, a reservation request can also be sent to the cloud server to reserve the target alternate point and update the status of the target alternate point to "booked." By managing alternate point usage information, the orderly use of alternate points can be ensured and conflicts can be avoided.

[0092] In some embodiments, during flight, the aircraft may find that due to various factors, its current remaining power energy is unable to support it to reach its destination, and it is also unable to support it to reach any pre-set alternate landing point. In this case, a forced landing point can be determined for the aircraft based on the aircraft's surrounding environment information, and the aircraft can be controlled to land at the forced landing point. As shown in Figure 7, the aircraft's mission route is not always suitable for landing. It may fly over different terrains such as lakes, residential areas, and mountains. If it is determined that the aircraft cannot fly to its destination or to the set alternate landing point, it needs to make an emergency landing and find a relatively safe and less risky forced landing point.

[0093] In some embodiments, when determining the forced landing point, one or more target location points can be determined based on the surrounding environment information of the aircraft, where the current remaining power energy of the aircraft can support the aircraft to land at these one or more target location points, and then the target location point closest to the current position of the aircraft and / or the target location point with the least risk can be selected from these one or more target location points as the forced landing point.

[0094] For example, during an emergency landing, the aircraft can directly use its own sensors (such as visual sensors or lidar) to identify the surrounding environment information, determine which areas are level, which areas are mountains, which areas are built-up areas, etc., and then determine one or more target locations suitable for landing and that the current power is sufficient to support its arrival based on the recognition results of the surrounding environment. Alternatively, the drone can also determine the target location with the help of a map of the current flight area. The map can be an onboard map, a map downloaded from the Internet by the aircraft, or a map temporarily constructed by scanning the flight area using its own sensors (such as visual sensors or lidar).

[0095] After determining the target location, the closest target location to the aircraft's current position can be selected as the forced landing point, or the target location with the lowest risk can be selected as the forced landing point. When assessing the risk of the target location, multiple factors can be considered, including the risk to the safety of people and property below, the risk to the aircraft itself, and the risk of insufficient power (for example, although the target location is estimated to be reachable, various factors may lead to inaccurate estimates). A risk factor is then determined, and the target location with the lowest risk factor is selected as the forced landing point.

[0096] In some embodiments, when determining whether an aircraft can reach the destination of a current flight mission based on current mission parameters, historical flight data, and the aircraft's remaining power and energy, an estimated energy consumption for the aircraft to perform the current flight mission can be determined based on historical energy consumption, historical mission parameters, and current mission parameters. A determination can then be made as to whether the aircraft's remaining power and energy exceeds the estimated energy consumption. If so, the aircraft is determined to be capable of reaching the destination of the current flight mission. Of course, after determining the estimated energy consumption, a certain margin can be added to the estimated energy consumption and then compared with the remaining power and energy to ensure the aircraft can safely reach its destination.

[0097] Considering that both historical mission parameters and current mission parameters are closely related to the energy consumption of the aircraft during flight, these parameters directly determine the amount of energy consumed in executing the flight mission. If the historical mission parameters are closer to the current mission parameters, for example, the routes, load weights, and flight environments of the two missions are closer, then the energy consumption of the two missions will also be closer. Therefore, in some embodiments, when determining the estimated energy consumption, the estimated energy consumption of the aircraft in executing the current flight mission can be determined based on the difference or ratio between the historical mission parameters and the current mission parameters, as well as the historical energy consumption in the historical flight missions, and then based on the estimated energy consumption and the remaining power energy of the aircraft, it can be determined whether the aircraft can reach the destination of the current flight mission.

[0098] In some embodiments, if the difference or ratio between the current mission parameters and the historical mission parameters increases, the difference between the estimated energy consumption of the aircraft to complete the current flight mission and the historical energy consumption required for the historical flight missions also increases.

[0099] For example, in actual applications, the impact of a certain mission parameter on energy consumption can be determined based on a large amount of historical flight data. For example, taking payload weight as an example, a large number of historical flight missions with the same other mission parameters but different payload weights can be used to determine the relationship between mission parameters and energy consumption. For example, assuming that for every 1kg increase in payload, energy consumption increases by 1%, and for every 10km increase in route distance, energy consumption increases by 2%. A similar approach can be used for other mission parameters. Therefore, if it is found that the current mission parameters are compared with the historical mission parameters, the payload increases by 2kg, the route distance increases by 20km, etc., then it can be preliminarily determined that the energy consumption of the current flight mission increases by 6% compared to the historical energy consumption. Of course, the above is just a simple example. In actual estimation, more factors may be considered. For example, a more complex model or formula can be used to calculate the estimated energy consumption.

[0100] In some embodiments, when determining the estimated energy consumption, a unit energy consumption (historical energy consumption / (mileage*load weight)) can also be converted based on the historical mission parameters and historical energy consumption. Of course, if a more refined calculation is to be performed, the unit energy consumption can also take into account the flight altitude (i.e., altitude), ambient wind speed, etc. After determining the unit energy consumption of the historical flight mission, the unit power consumption of the current flight mission can be estimated based on the unit power consumption and the safety factor. For example, the unit power consumption of the current flight mission = historical unit energy consumption * safety factor, where the safety factor can be determined based on the difference between the historical flight parameters and the current flight parameters. For example, if the two are closer, the safety factor can be smaller. For example, if the aircraft model, route, and flight environment of the two flight missions are the same, the safety factor can be smaller. If the difference between the two is large, for example, only the aircraft model is the same and everything else is different, the safety factor can be set larger. After determining the unit power consumption of the current flight mission, the unit power consumption and the current mission parameters can be used to determine the estimated energy consumption of the current flight mission.

[0101] Generally speaking, in order to make the historical flight data of historical flight missions more valuable for reference, it is usually required that the historical mission parameters of the historical flight missions and the current mission parameters of the current flight mission are as close as possible. Of course, if there is a historical flight mission whose mission parameters such as aircraft model, route, flight environment, and carried load weight are consistent with those of the current flight mission, then the reference value of the historical flight data of this historical flight mission is higher, and the historical flight data of this historical flight mission can be used first. However, in actual applications, there may not be historical flight missions with completely consistent mission parameters. Therefore, in some embodiments, when selecting historical flight missions as reference, some historical flight missions with consistent key mission parameters can be selected first, where the priority of the mission parameters is ranked from large to small as follows: (1) aircraft model (2) route parameters (3) load weight (4) flight environment parameters.

[0102] In some embodiments, considering that the aircraft model and route have a significant impact on energy consumption, only when the two mission parameters are consistent between the two missions will they have a higher reference value. Therefore, historical flight missions whose aircraft model and mission route are consistent with the current flight mission can be defined as reference historical flight missions, which are used as a reference for determining whether the aircraft in the current flight mission can reach the destination. Therefore, when obtaining historical flight data for reference, you can first search the historical flight database to see whether there is a reference historical flight mission that can be used as a reference for the current flight mission. If so, the flight data of the reference historical flight mission is used as historical flight data. Among them, the aircraft that performs the reference historical flight mission is the same model as the aircraft that performs the current flight mission, and the route of the reference historical flight mission is consistent with the route of the current flight mission.

[0103] In some embodiments, if it is found that the above-mentioned reference historical flight mission does not exist in the database, the aircraft can be controlled to pre-fly according to the route of the current flight mission, and the flight data obtained from this pre-flight can be used as the above-mentioned historical flight data. By controlling the current aircraft to pre-fly according to the route of the current flight mission, a reference historical flight mission with the same aircraft model and route as the current flight mission can be obtained. Among them, when controlling the current aircraft to pre-fly, the aircraft can be empty (i.e., without carrying a load) to save energy. Alternatively, the aircraft can be pre-flown with a load of a preset weight to obtain historical flight data with more reference value.

[0104] Considering that the aircraft itself may have some faults and be unsuitable for flight, or the current flight environment is relatively inclement (for example, the wind speed is too high and not suitable for flight). To ensure the flight safety of the aircraft, in some embodiments, before the aircraft executes the current mission, it can first determine whether the aircraft's state parameters and / or flight environment parameters meet the flight conditions. If not, an alarm message is issued or the current flight mission is suspended. If the aircraft's state parameters and / or flight environment parameters meet the flight conditions, an operation is performed to determine whether the aircraft can reach the destination of the current flight mission based on the current mission parameters, historical flight data, and the aircraft's remaining power and energy. Wherein, meeting the flight conditions can mean that the aircraft's state parameters and / or flight environment parameters are within a certain threshold range, for example, less than a certain upper threshold or greater than a certain lower threshold. For example, after the aircraft takes off, the aircraft can be controlled to hover. During the hovering process, the flight state parameters and / or flight environment parameters can be self-checked. If it is found that the flight state parameters and / or flight environment parameters do not meet the flight conditions, an alarm is issued or the current flight mission is suspended.

[0105] In some embodiments, the state parameters of the aircraft may include one or more of the following: the flight power of the aircraft, the deviation between the center of gravity of the payload carried by the aircraft and the center of gravity of the aircraft, the vibration energy of the aircraft, the state parameters of the aircraft's motor, and the weight of the payload carried by the aircraft.

[0106] For example, excessive flight power can easily cause problems. Therefore, after takeoff, the aircraft can be controlled to hover and its flight power can be determined during the hovering process. For example, power information can be averaged over a period of time, or transient power information can be collected to provide flight power. The system can then determine whether the flight power exceeds a preset threshold. If so, an alarm can be issued or the current flight mission can be suspended.

[0107] In some scenarios, when attaching a payload to an aircraft, the user may not attach the payload properly, resulting in a misalignment between the payload's center of gravity and the aircraft's center of gravity. This can cause unbalanced forces on the aircraft and increase the risk of tipping over during flight. Therefore, it's possible to first detect the misalignment between the aircraft's center of gravity and the aircraft's center of gravity. For example, the force output of different parts of the aircraft can be compared to determine the center of gravity misalignment, or the center of gravity misalignment can be detected using a force sensor. If the center of gravity misalignment exceeds a preset threshold, an alarm will be issued or the current flight mission will be suspended.

[0108] In some scenarios, the IMU (inertial measurement unit) can be used to check for abnormal vibration of the aircraft. For example, the vibration energy of the aircraft can be detected. If the vibration energy (which can be represented by the peak value of the IMU's time domain signal or the energy size of a certain range of the frequency domain signal) exceeds the preset threshold, it is considered that there is an abnormality in the aircraft's hardware or structure, and an alarm will be issued or the current flight mission will be suspended.

[0109] In some scenarios, you can check the motor's status parameters, such as motor speed, current, voltage, temperature, etc., to determine whether these status parameters are within the preset threshold range. If not, an alarm will be issued or the current flight mission will be suspended.

[0110] In some scenarios, you can check whether the weight of the load carried by the aircraft is overweight. For example, you can use some weighing sensors on the aircraft to directly weigh the load to calculate whether the load weight exceeds the preset weight threshold. If it exceeds, an alarm will be issued or the current flight mission will be suspended.

[0111] Furthermore, considering that excessively high wind speeds can be dangerous for aircraft during flight, the current wind speed of the flight environment can also be detected. For example, the aircraft can communicate with meteorological equipment to obtain current wind speed information from the equipment, obtain local wind speed information via the internet, or estimate the wind speed using the drone's IMU sensor. After determining the wind speed, the aircraft can determine whether the current wind speed exceeds a preset threshold. If so, an alarm will be issued or the current flight mission will be suspended.

[0112] For example, as shown in Figure 8, after takeoff, the aircraft can be controlled to hover. The aforementioned flight status parameters and flight environment parameters are then checked. If any of these parameters do not meet the flight conditions, an alarm is issued or the mission is suspended. If all flight conditions are met, a determination is made based on the current mission parameters and historical flight data as to whether the destination can be reached. If not, an alarm is issued or the mission is suspended.

[0113] Of course, considering that different flight missions require different flight conditions to ensure safe flight of the aircraft, the flight conditions can be adjusted in real time based on one or more of the following parameters: aircraft status parameters, flight mission route parameters, aircraft payload weight, and flight environment parameters. For example, when the weight of the cargo carried by the aircraft is different or the altitude of the flight environment is different, the flight power limit of the aircraft will also be different. For example, when the cargo weight is lighter, the flight power is allowed to be higher. Therefore, the setting of the threshold value can be adjusted in real time based on the specific circumstances of the current flight mission. Similar methods can also be used to adjust the threshold values ​​corresponding to other parameters in real time to ensure a more accurate prediction of whether the aircraft can fly safely.

[0114] In related technologies, when an aircraft takes off, it typically uses sensors onboard to collect environmental information around the takeoff point and determine the distribution of obstacles in the surrounding environment. If an obstacle is relatively far from the aircraft, the aircraft can be controlled to take off. However, due to the limited detection range of sensors such as lidar, they can typically only detect obstacles that are close to the aircraft and cannot accurately detect obstacles at a distance. During takeoff, as shown in Figure 9, there may be some large and distant obstacles such as tall buildings, mountains, and canyons. While these obstacles will not collide with the aircraft, they may block the aircraft's positioning signals (e.g., satellite signals), resulting in inaccurate positioning of the aircraft (e.g., positioning signals within detection range 1 are blocked by tall buildings, and positioning signals within detection range 2 are blocked by mountains). This can also pose a safety hazard to the aircraft to a certain extent.

[0115] Based on this, in some embodiments, before an aircraft takes off, a positioning signal from an onboard positioning sensor can be obtained. The distribution of obstacles around the aircraft can then be determined based on the positioning signal from the onboard positioning sensor. Based on this distribution of obstacles, a decision can be made as to whether to control the aircraft to take off. For example, the orientation of the positioning signal received by the aircraft's positioning sensor can be determined. If the aircraft can receive positioning signals in all orientations, it indicates that there are no large obstacles in any of these orientations.

[0116] In some embodiments, for positioning signals such as satellite signals, when an aircraft is at a certain location, the satellite signals it can receive at that location can be determined. For example, the distribution of satellites above that location is known, and therefore, the theoretically receivable positioning signals that the aircraft can receive at that location can also be predicted. Therefore, the distribution of obstacles around the aircraft can be determined based on the difference between the positioning signals actually received by the aircraft's positioning sensors and the theoretically receivable positioning signals at the aircraft's current location.

[0117] For example, as shown in Figure 10, assuming there are three satellites above the aircraft, theoretically satellite signals can be received at positions A, B, and C. However, in reality, only satellite signals from positions A and B are received, indicating that the satellite signal at position C is blocked. There may be obstacles in this area, such as tall buildings.

[0118] In some embodiments, to more accurately detect the distribution of obstacles around an aircraft's takeoff point, thereby preventing collisions with obstacles during takeoff and preventing obstacles from blocking the aircraft's positioning signals and causing inaccurate aircraft positioning, the obstacle distribution situation can be determined by combining obstacle information sensed by the aircraft's sensors with obstacle distribution information determined based on positioning signals from the aircraft's onboard positioning sensors to obtain an overall obstacle distribution situation.

[0119] In some embodiments, when determining whether to control the aircraft to take off based on the distribution of obstacles, if the solid angle ratio within the preset angle range of the aircraft's pitch angle direction determined based on the distribution of obstacles is less than the preset ratio, and there is no obstacle within the preset distance range of the aircraft, the aircraft is controlled to take off; otherwise, an alarm message is issued or the flight mission is suspended.

[0120] For example, if an obstacle appears within an elevation angle of less than 30° and accounts for more than 50% of the solid angle, the aircraft may be located in a canyon. Alternatively, if an obstacle appears within an elevation angle of more than 45° and accounts for more than 10% of the solid angle, the aircraft may be located near a tall building. In these situations, since the positioning signal is blocked, controlling the aircraft to take off may pose a significant safety risk. Therefore, a warning message can be issued to allow the user to reselect a more suitable takeoff point.

[0121] For example, if there is an obstacle within a short distance of less than 5 meters from the aircraft, or within the short distance of the aircraft's takeoff route, the aircraft or its payload may collide with the obstacle, making it unsuitable to control the aircraft's takeoff. Therefore, an alert may be issued to allow the user to select a more appropriate takeoff point.

[0122] Furthermore, as shown in Figure 11, after landing, users often approach the aircraft to inspect or load or unload its payload. If the aircraft's propellers suddenly activate during this time, this poses a risk to the user's safety. This is especially true if the user approaching the aircraft and the person operating it are not the same person. If there is a mismatch in coordination, this situation could occur, seriously threatening the user's safety.

[0123] To overcome the above issues, in some embodiments, after landing, the aircraft can be controlled to automatically enter a locked state. In this locked state, the aircraft's propellers cannot rotate. After entering the locked state, the aircraft can detect whether an operating element on the aircraft body has been triggered by the user. If so, the locked state is released.

[0124] After landing, the aircraft can be controlled to automatically enter a locked state, preventing other personnel from remotely controlling the aircraft. The locked state can only be released by triggering an operating component on the aircraft, thus handing control of the aircraft to those near the aircraft after landing, preventing remote personnel from causing harm to those nearby.

[0125] In some embodiments, when the aircraft enters a locked state, the aircraft's power unit is shut down, and the operating component can be used to activate the power unit. For example, the power unit can be the aircraft's motor. When the aircraft enters a locked state, the motor is shut down, thereby preventing the aircraft's propellers from moving. The operating component can be a physical button on the aircraft's fuselage, or other information input component.

[0126] For example, one implementation could include a battery on / off button. Locking the drone automatically shuts it down, while unlocking it automatically turns it on. Once the drone lands, it can automatically shut down, preventing remote personnel from starting or operating it. When the user walks up to the drone and presses the battery on / off button, the drone can be restarted, effectively unlocking the state.

[0127] In some embodiments, to facilitate the user's understanding of whether the aircraft has entered the locked state, so as to determine whether to proceed with the next operation, such as unloading a payload, a prompt message may be provided to the user after the aircraft enters the locked state. For example, a status light may be provided on the aircraft to indicate to the user whether the aircraft has entered the locked state. Alternatively, a voice prompt may be provided to indicate whether the aircraft has entered the locked state.

[0128] In addition, an embodiment of the present application further provides a method for controlling an aircraft, which may include the following steps:

[0129] Before the aircraft takes off, obtaining a positioning signal from a positioning sensor onboard the aircraft;

[0130] Determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft; and

[0131] Based on the distribution of obstacles around the aircraft, it is determined whether to control the aircraft to take off.

[0132] In some embodiments, determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft includes:

[0133] The distribution of obstacles around the aircraft is determined based on the difference between the positioning signal actually received by the positioning sensor on the aircraft and the positioning signal that the aircraft can theoretically receive when the aircraft is at the current position.

[0134] In some embodiments, determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft includes:

[0135] Obtaining obstacle information sensed by a sensor on the aircraft;

[0136] The distribution of obstacles is determined based on the obstacle information and the positioning signal of the positioning sensor onboard the aircraft.

[0137] In some embodiments, determining whether to control the aircraft to take off based on the distribution of obstacles includes:

[0138] When it is determined based on the distribution of obstacles that the solid angle ratio within the preset angle range of the pitch angle direction of the aircraft is less than the preset ratio, and there is no obstacle within the preset distance range of the aircraft, the aircraft is controlled to take off.

[0139] Among them, the specific implementation details of the above-mentioned control of the aircraft can be referred to the description in the above-mentioned embodiment, and will not be repeated here.

[0140] In addition, an embodiment of the present application further provides a method for controlling an aircraft, which may include the following steps:

[0141] After the aircraft lands, controlling the aircraft to automatically enter a locked state, wherein when the aircraft is in the locked state, the propeller of the aircraft cannot rotate;

[0142] detecting whether an operating component on the aircraft body is triggered by a user;

[0143] In response to the operating component on the aircraft fuselage being triggered by the user, the locked state is released.

[0144] In some embodiments, the method further comprises:

[0145] After the aircraft enters the locked state, a prompt message is sent to the user.

[0146] In some embodiments, when the aircraft enters the locked state, the power device of the aircraft is in a closed state, and the operating component is used to turn on the power device.

[0147] Among them, the specific implementation details of the above-mentioned control of the aircraft can be referred to the description in the above-mentioned embodiment, and will not be repeated here.

[0148] Furthermore, based on the same inventive concept, an embodiment of the present application also provides a control method for a movable platform. When determining whether the movable platform can reach the destination of the current task, the historical motion data of some historical tasks related to the current task can be used to assist in the determination. These historical tasks can be tasks with high reference value to the current task. For example, the historical task parameters related to energy consumption in these historical tasks can be the same as or close to the task parameters related to energy consumption in the current task. Thus, by using the historical motion data of these historical tasks as a reference, a more accurate determination can be made as to whether the movable platform can reach the destination in the current task.

[0149] The movable platform may include various types of aircraft, such as various drones, and may also include various types of movable platforms on the ground, such as unmanned logistics aircraft, intelligent robots, etc.

[0150] The control method of the movable platform may include the following steps:

[0151] Obtaining current task parameters of a current task and historical motion data of historical tasks related to the current task, wherein the current task parameters are related to energy consumption of the mobile platform; the historical motion data includes historical task parameters and historical energy consumption in the historical tasks, wherein the historical task parameters are related to energy consumption of the mobile platform for executing the historical tasks;

[0152] obtaining the current remaining power energy of the movable platform in real time; and

[0153] Based on the current mission parameters, historical motion data, and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current mission.

[0154] In some embodiments, the method comprises:

[0155] The model of the movable platform that performed the historical task is consistent with the model of the movable platform that performs the current task; and / or

[0156] The degree of overlap between the motion path of the historical task and the motion path of the current task is greater than a preset degree of overlap; and / or

[0157] The difference between the motion environment parameter of the historical task and the motion environment parameter of the current task is less than or equal to a preset threshold; and / or

[0158] The difference between the load weight of the historical task and the load weight of the current task is less than or equal to a preset threshold.

[0159] In some embodiments, the method further comprises:

[0160] The movable platform is motion-controlled based on the determination result.

[0161] In some embodiments, the types of the current task parameters and / or the historical task parameters include one or more of the following: motion path parameters of the task, weight of the load carried by the movable platform, and motion environment parameters.

[0162] In some embodiments, determining whether the mobile platform can reach the destination of the current mission based on the current mission parameters, historical motion data, and remaining power energy of the mobile platform includes:

[0163] Determining an estimated energy consumption of the mobile platform for performing the current task based on the historical energy consumption, the historical task parameters, and the current task parameters;

[0164] It is determined whether the movable platform can reach the destination of the current task based on the estimated energy consumption and the remaining power energy of the movable platform.

[0165] In some embodiments, based on the historical energy consumption, the difference or ratio between the historical task parameters and the current task parameters, an estimated energy consumption of the mobile platform for performing the current task is determined;

[0166] It is determined whether the movable platform can reach the destination of the current task based on the estimated energy consumption and the remaining power energy of the movable platform.

[0167] In some embodiments, in response to an increase in the difference or ratio between the current task parameter and the historical task parameter, the difference between the estimated energy consumption of the mobile platform to complete the current task and the historical energy consumption required for the historical tasks increases.

[0168] In some embodiments, the historical motion data is obtained based on the following method:

[0169] In response to the existence of a reference historical task, the motion data of the reference historical task is used as the historical motion data; wherein, the movable platform that executes the reference historical task is consistent with the model of the movable platform that executes the current task, and the motion path of the reference historical task is consistent with the motion path of the current task.

[0170] In some embodiments, the historical motion data is obtained based on the following method:

[0171] In response to the absence of the reference historical task, the movable platform is controlled to pre-move according to the motion path of the current task to obtain the historical motion data, wherein the model of the movable platform that executes the reference historical task is consistent with that of the movable platform that executes the current task, and the motion path of the reference historical task is consistent with the motion path of the current task.

[0172] In some embodiments, the method comprises:

[0173] After the movable platform starts to execute the current mission, the current mission parameters are obtained in real time. In response to the judgment result that the movable platform cannot reach the destination, it is judged whether the movable platform can reach any pre-set alternate landing point.

[0174] In some embodiments, the method comprises:

[0175] Before starting to execute the current task, obtaining the current task parameters;

[0176] When the judgment result is that the movable platform can reach the destination, the movable platform is controlled to execute the current task; otherwise, an alarm message is issued or the current task is suspended.

[0177] In some embodiments, the method further comprises:

[0178] Determining whether the state parameters and / or mobile environment parameters of the movable platform meet the starting conditions;

[0179] If not satisfied, an alarm message will be issued or the current task will be suspended.

[0180] In some embodiments, the method further comprises:

[0181] In response to the state parameters and / or mobile environment parameters of the movable platform meeting the starting conditions, an operation is performed to obtain the current motion parameters and determine whether the movable platform can reach the destination of the current task based on the current task parameters, historical motion data and the remaining power energy of the movable platform.

[0182] In some embodiments, the start-up condition is adjusted in real time based on one or more of the following parameters: state parameters of the movable platform, motion path parameters of the task, weight of the load carried by the movable platform and / or motion environment parameters.

[0183] In some embodiments, the state parameters of the movable platform include one or more of the following: the motion power of the movable platform, the deviation between the center of gravity of the load carried by the movable platform and the center of gravity of the movable platform, the vibration energy of the movable platform, and the state parameters of the motor of the movable platform; the motion environment parameters include: the wind speed of the current motion environment.

[0184] The specific method for implementing motion control of the movable platform can refer to the description of each embodiment of the above-mentioned aircraft control method. The specific implementation principles are generally the same and will not be repeated here.

[0185] It is not difficult to understand that the solutions described in the above embodiments can be combined when there is no conflict, and they are not listed one by one in the embodiments of this application.

[0186] Accordingly, an embodiment of the present disclosure provides a control device for an aircraft, as shown in FIG12 . The device includes a processor 1201, a memory 1202, and a computer program stored in the memory 1202 for execution by the processor. When the processor 1201 executes the computer program, the following steps can be implemented:

[0187] Obtaining current mission parameters of a current flight mission and historical flight data of historical flight missions related to the current mission, wherein the current mission parameters are related to energy consumption of the aircraft, and the historical flight data includes historical mission parameters and historical energy consumption in historical flight missions, wherein the historical mission parameters are related to energy consumption of the aircraft performing the historical missions;

[0188] Obtaining the current remaining power energy of the aircraft in real time; and

[0189] Based on the current mission parameters, historical flight data, and the current remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

[0190] In some embodiments, the model of the aircraft that performed the historical flight mission is consistent with the model of the aircraft that performs the current flight mission; and / or

[0191] The degree of overlap between the route of the historical flight mission and the route of the current flight mission is greater than a preset degree of overlap; and / or

[0192] The difference between the flight environment parameters of the historical flight mission and the environment parameters of the current flight mission is less than or equal to a preset threshold; and / or

[0193] The difference between the load weight of the historical flight mission and the load weight of the current flight mission is less than or equal to a preset threshold.

[0194] In some embodiments, the processor is further configured to:

[0195] The aircraft is flight-controlled based on the determination result.

[0196] In some embodiments, the step of the processor controlling the flight of the aircraft based on the determination result includes:

[0197] In response to the determination that the aircraft cannot reach the destination, determining whether the aircraft can reach any pre-set alternate landing point;

[0198] If so, a target alternate landing point is selected from the alternate landing points that the aircraft can reach, and the aircraft is controlled to land at the target alternate landing point.

[0199] In some embodiments, the pre-set alternate landing point is located on the route of the current flight mission; or

[0200] The preset alternate landing point is located near the route of the current flight mission.

[0201] In some embodiments, the processor is configured to determine whether the aircraft can reach any preset alternate landing point, including:

[0202] During the execution of the current flight mission by the aircraft, a route from the current position of the aircraft to various pre-set alternate landing points is planned in real time;

[0203] Determine the power and energy required to travel from the current location to each alternate landing point based on the planned route;

[0204] It is determined whether the aircraft can reach each alternate landing point based on the required power energy and the remaining power energy of the aircraft.

[0205] In some embodiments, the processor is configured to plan in real time a route from the current position of the aircraft to each pre-set alternate landing point, including:

[0206] For any alternate landing point, control the aircraft to fly from the current position along the route of the current flight mission to a bifurcation point, and then fly from the bifurcation point to the alternate landing point, where the bifurcation point is on the route of the current flight mission; or

[0207] For any alternate landing point, the aircraft is controlled to fly from the current position to the target point, and then from the target point to the alternate landing point, where the target point is located directly above the alternate landing point.

[0208] In some embodiments, the step of the processor selecting a target alternate landing point from the alternate landing points accessible to the aircraft includes:

[0209] Displaying flight information corresponding to each accessible alternate landing point to a user via a control device of the aircraft;

[0210] A target alternate point is selected from the reachable alternate points based on an alternate point selection instruction triggered by a user.

[0211] In some embodiments, the flight information includes one or more of the following: route parameters between the current location and each accessible alternate point, the power energy required for the aircraft to land at each accessible alternate point, and the remaining power energy after the aircraft lands at each accessible alternate point.

[0212] In some embodiments, the reachable alternate landing point includes multiple points, and the processor is further configured to:

[0213] Selecting a recommended alternate landing point from a plurality of accessible alternate landing points, and displaying the recommended alternate landing point to a user via a control device of the aircraft;

[0214] In the case that the user does not trigger the alternate point selection instruction, the recommended alternate point is determined as the target alternate point.

[0215] In some embodiments, before determining whether the aircraft can reach any preset alternate landing point, the processor is further configured to:

[0216] Get the usage information of the alternate landing point;

[0217] Obtaining a currently available alternate landing point from pre-set alternate landing points based on the usage information;

[0218] Determining whether the aircraft can reach any preset alternate landing point includes:

[0219] Determine whether the aircraft can reach any available alternate landing point.

[0220] In some embodiments, when it is determined that the aircraft cannot reach any pre-set alternate landing point, a forced landing point is determined for the aircraft based on the surrounding environment information of the aircraft, and the aircraft is controlled to land at the forced landing point.

[0221] In some embodiments, the processor is configured to determine a forced landing point for the aircraft based on the surrounding environment information of the aircraft, including:

[0222] Determining one or more target locations based on the surrounding environment information of the aircraft, wherein the current remaining power energy of the aircraft can support the aircraft to land at the one or more target locations;

[0223] A target location point that is closest to the current location of the aircraft and / or a target location point with the lowest risk is selected from the one or more target location points as the forced landing point.

[0224] In some embodiments, the processor is further configured to:

[0225] After the aircraft starts to execute the current flight mission, the current mission parameters are obtained in real time. In response to the judgment result that the aircraft cannot reach the destination, it is judged whether the aircraft can reach any pre-set alternate landing point.

[0226] In some embodiments, the processor is further configured to:

[0227] Before starting to execute the flight mission, obtaining the current mission parameters;

[0228] When the judgment result is that the aircraft can reach the destination, the aircraft is controlled to perform the current flight mission; otherwise, an alarm message is issued or the current flight mission is suspended.

[0229] In some embodiments, the processor is configured to obtain the current mission parameters before starting to execute the flight mission, comprising:

[0230] After the aircraft takes off, the aircraft is controlled to hover, and the current mission parameters are obtained during the hovering process.

[0231] In some embodiments, the types of the current mission parameters and / or the historical mission parameters include one or more of the following: flight mission route parameters, payload weight carried by the aircraft, and flight environment parameters.

[0232] In some embodiments, determining whether the aircraft can reach the destination of the current flight mission based on the current mission parameters, historical flight data, and the remaining power and energy of the aircraft includes:

[0233] Determining an estimated energy consumption of the aircraft for performing the current flight mission based on the historical energy consumption, the historical mission parameters, and the current mission parameters;

[0234] It is determined whether the aircraft can reach the destination of the current flight mission based on the estimated energy consumption and the remaining power energy of the aircraft.

[0235] In some embodiments, based on the historical energy consumption, the difference or ratio between the historical mission parameters and the current mission parameters, an estimated energy consumption of the aircraft for performing the current flight mission is determined;

[0236] Based on the estimated energy consumption and the remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

[0237] In some embodiments, in response to an increase in the difference or ratio between the current mission parameter and the historical mission parameter, the difference between the estimated energy consumption of the aircraft to complete the current flight mission and the historical energy consumption required for the historical flight mission increases.

[0238] In some embodiments, the historical flight data is obtained based on the following method:

[0239] In response to the existence of a reference historical flight mission, the flight data of the reference historical flight mission is used as the historical flight data; wherein, the aircraft that performed the reference historical flight mission is of the same model as the aircraft that performs the current flight mission, and the route of the reference historical flight mission is consistent with the route of the current flight mission.

[0240] In some embodiments, the historical flight data is obtained based on the following method:

[0241] In response to the absence of the referenced historical flight mission, the aircraft is controlled to pre-fly according to the route of the current flight mission to obtain the historical flight data, wherein the aircraft that performed the referenced historical flight mission is of the same model as the aircraft that performed the current flight mission, and the route of the referenced historical flight mission is consistent with the route of the current flight mission.

[0242] In some embodiments, the processor is further configured to:

[0243] Determining whether the state parameters and / or flight environment parameters of the aircraft before takeoff meet flight conditions;

[0244] If not met, a warning message will be issued or the current flight mission will be suspended.

[0245] In some embodiments, the processor is further configured to:

[0246] In response to the state parameters and / or flight environment parameters of the aircraft meeting the flight conditions, an operation is performed to determine whether the aircraft can reach the destination of the current flight mission based on the current mission parameters, historical flight data and the remaining power energy of the aircraft.

[0247] In some embodiments, the flight conditions are adjusted in real time based on one or more of the following parameters: state parameters of the aircraft, route parameters of the flight mission, payload weight carried by the aircraft, and / or flight environment parameters.

[0248] In some embodiments, the state parameters of the aircraft include one or more of the following: the flight power of the aircraft, the deviation between the center of gravity of the payload carried by the aircraft and the center of gravity of the aircraft, the vibration energy of the aircraft, and the state parameters of the aircraft's motor; the flight environment parameters include: the wind speed of the current flight environment.

[0249] In some embodiments, the processor is further configured to:

[0250] Before the aircraft takes off, obtaining a positioning signal from a positioning sensor onboard the aircraft;

[0251] Determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft; and

[0252] Based on the distribution of obstacles around the aircraft, it is determined whether to control the aircraft to take off.

[0253] In some embodiments, the processor is configured to determine the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft, including:

[0254] The distribution of obstacles around the aircraft is determined based on the difference between the positioning signal actually received by the positioning sensor on the aircraft and the positioning signal that the aircraft can theoretically receive when the aircraft is at the current position.

[0255] In some embodiments, the processor is configured to determine the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft, including:

[0256] Obtaining obstacle information sensed by a sensor on the aircraft;

[0257] The distribution of obstacles is determined based on the obstacle information and the positioning signal of the positioning sensor onboard the aircraft.

[0258] In some embodiments, the processor is configured to determine whether to control the aircraft to take off based on the distribution of obstacles, including:

[0259] When it is determined based on the distribution of obstacles that the solid angle ratio within the preset angle range of the pitch angle direction of the aircraft is less than the preset ratio, and there is no obstacle within the preset distance range of the aircraft, the aircraft is controlled to take off.

[0260] In some embodiments, the processor is further configured to:

[0261] After the aircraft lands, controlling the aircraft to automatically enter a locked state, wherein when the aircraft is in the locked state, the propeller of the aircraft cannot rotate;

[0262] detecting whether an operating component on the aircraft body is triggered by a user;

[0263] In response to the operating component on the aircraft fuselage being triggered by the user, the locked state is released.

[0264] In some embodiments, the processor is further configured to:

[0265] After the aircraft enters the locked state, a prompt message is sent to the user.

[0266] In some embodiments, when the aircraft enters the locked state, the power device of the aircraft is in a closed state, and the operating component is used to turn on the power device.

[0267] In addition, an embodiment of the present application further provides a control device for an aircraft, the device comprising a processor, a memory, and a computer program stored in the memory for execution by the processor. When the processor executes the computer program, the following steps can be implemented:

[0268] Before the aircraft takes off, obtaining a positioning signal from a positioning sensor onboard the aircraft;

[0269] Determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft; and

[0270] Based on the distribution of obstacles around the aircraft, it is determined whether to control the aircraft to take off.

[0271] In addition, an embodiment of the present application further provides an aircraft control device, characterized in that the method device includes a processor, a memory, and a computer program stored in the memory for execution by the processor, and when the processor executes the computer program, the following steps can be implemented: after the aircraft lands, controlling the aircraft to automatically enter a locked state, wherein when the aircraft is in the locked state, the propeller of the aircraft cannot rotate;

[0272] detecting whether an operating component on the aircraft body is triggered by a user;

[0273] In response to the operating component on the aircraft fuselage being triggered by the user, the locked state is released.

[0274] In addition, an embodiment of the present application further provides a control device for a mobile platform, as shown in FIG13 , wherein the device includes a processor 1301, a memory 1302, and a computer program stored in the memory 1302 for execution by the processor 1301. When the processor 1301 executes the computer program, the following steps can be implemented: obtaining current task parameters of a current task and historical motion data of historical tasks related to the current task; wherein the current task parameters are related to the energy consumption of the mobile platform; the historical motion data includes historical task parameters and historical energy consumption in historical tasks, and the historical task parameters are related to the energy consumption of the mobile platform performing the historical tasks;

[0275] obtaining the current remaining power energy of the movable platform in real time; and

[0276] Based on the current mission parameters, historical motion data, and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current mission.

[0277] In some embodiments, the model of the movable platform that executed the historical task is consistent with the model of the movable platform that executes the current task; and / or

[0278] The degree of overlap between the motion path of the historical task and the motion path of the current task is greater than a preset degree of overlap; and / or

[0279] The difference between the motion environment parameter of the historical task and the motion environment parameter of the current task is less than or equal to a preset threshold; and / or

[0280] The difference between the load weight of the historical task and the load weight of the current task is less than or equal to a preset threshold.

[0281] In some embodiments, the processor is further configured to:

[0282] The movable platform is motion-controlled based on the determination result.

[0283] In some embodiments, the types of the current task parameters and / or the historical task parameters include one or more of the following: motion path parameters of the task, the weight of the load carried by the movable platform, and motion environment parameters.

[0284] In some embodiments, determining whether the mobile platform can reach the destination of the current mission based on the current mission parameters, historical motion data, and remaining power energy of the mobile platform includes:

[0285] Determining an estimated energy consumption of the mobile platform for performing the current task based on the historical energy consumption, the historical task parameters, and the current task parameters;

[0286] It is determined whether the movable platform can reach the destination of the current task based on the estimated energy consumption and the remaining power energy of the movable platform.

[0287] In some embodiments, based on the historical energy consumption, the difference or ratio between the historical task parameters and the current task parameters, an estimated energy consumption of the mobile platform for performing the current task is determined;

[0288] It is determined whether the movable platform can reach the destination of the current task based on the estimated energy consumption and the remaining power energy of the movable platform.

[0289] In some embodiments, in response to an increase in the difference or ratio between the current task parameter and the historical task parameter, the difference between the estimated energy consumption of the mobile platform to complete the current task and the historical energy consumption required for the historical tasks increases.

[0290] In some embodiments, the historical motion data is obtained based on the following method:

[0291] In response to the existence of a reference historical task, the motion data of the reference historical task is used as the historical motion data; wherein, the movable platform that executes the reference historical task is consistent with the model of the movable platform that executes the current task, and the motion path of the reference historical task is consistent with the motion path of the current task.

[0292] In some embodiments, the historical motion data is obtained based on the following method:

[0293] In response to the absence of the reference historical task, the movable platform is controlled to pre-move according to the motion path of the current task to obtain the historical motion data, wherein the model of the movable platform that executes the reference historical task is consistent with that of the movable platform that executes the current task, and the motion path of the reference historical task is consistent with the motion path of the current task.

[0294] In some embodiments, the processor is further configured to:

[0295] After the movable platform starts to execute the current mission, the current mission parameters are obtained in real time. In response to the judgment result that the movable platform cannot reach the destination, it is judged whether the movable platform can reach any pre-set alternate landing point.

[0296] In some embodiments, the processor is further configured to:

[0297] Before starting to execute the current task, obtaining the current task parameters;

[0298] When the judgment result is that the movable platform can reach the destination, the movable platform is controlled to execute the current task; otherwise, an alarm message is issued or the current task is suspended.

[0299] In some embodiments, the processor is further configured to:

[0300] Determining whether the state parameters and / or mobile environment parameters of the movable platform meet the starting conditions;

[0301] If not satisfied, an alarm message will be issued or the current task will be suspended.

[0302] In some embodiments, the processor is further configured to:

[0303] In response to the state parameters and / or mobile environment parameters of the movable platform meeting the starting conditions, an operation is performed to obtain the current motion parameters and determine whether the movable platform can reach the destination of the current task based on the current task parameters, historical motion data and the remaining power energy of the movable platform.

[0304] In some embodiments, the start-up condition is adjusted in real time based on one or more of the following parameters: state parameters of the movable platform, motion path parameters of the task, weight of the load carried by the movable platform and / or motion environment parameters.

[0305] The specific details of how the control device of the movable platform is used to control the movement of the movable platform can be referred to the description in the above method embodiment, which will not be repeated here.

[0306] Accordingly, an embodiment of the present application further provides a computer storage medium, in which a program is stored. When the program is executed by a processor, the method in any of the above embodiments is implemented.

[0307] The embodiments of the present application may take the form of a computer program product implemented on one or more storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing program code. Computer-usable storage media include permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs or other data. Examples of computer storage media include but are not limited to: phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0308] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to the partial description of the method embodiments. The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. A person of ordinary skill in the art can understand and implement it without expending creative work.

[0309] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements includes not only those elements, but also other elements that are not explicitly listed, or also includes elements that are inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a..." does not exclude the presence of other identical elements in the process, method, article or device that includes the element.

[0310] The above is a detailed introduction to the methods and devices provided in the embodiments of the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the methods and core ideas of the present invention. At the same time, for those skilled in the art, according to the ideas of the present invention, there may be changes in the specific implementation methods and application scopes. In summary, the contents of this specification should not be understood as limiting the present invention.

Claims

1. A method for controlling an aircraft, It is characterized in that The method comprises: Acquire current mission parameters of a current flight mission and historical flight data of historical flight missions related to the current mission; wherein the current mission parameters are related to the energy consumption of the aircraft, the historical flight data include historical mission parameters and historical energy consumption in historical flight missions, and the historical mission parameters are related to the energy consumption of the aircraft performing the historical missions; Real-time acquisition of the current remaining power energy of the aircraft; and Based on the current mission parameters, historical flight data and the current remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

2. The method according to claim 1, It is characterized in that The model of the aircraft that performed the historical flight mission is consistent with the model of the aircraft that performs the current flight mission; and / or The overlap between the route of the historical flight mission and the route of the current flight mission is greater than a preset overlap; and / or The difference between the flight environment parameters of the historical flight mission and the environment parameters of the current flight mission is less than or equal to a preset threshold; and / or The difference between the load weight of the historical flight mission and the load weight of the current flight mission is less than or equal to a preset threshold.

3. The method according to claim 1, It is characterized in that The method further comprises: The aircraft is flight-controlled based on the determination result.

4. The method according to claim 3, It is characterized in that The step of performing flight control on the aircraft based on the determination result comprises: In response to the determination result that the aircraft cannot reach the destination, determining whether the aircraft can reach any preset alternate landing point; If possible, a target alternate landing point is selected from the alternate landing points that the aircraft can reach, and the aircraft is controlled to land at the target alternate landing point.

5. The method according to claim 4, It is characterized in that The preset alternate landing point is located on the route of the current flight mission; or The preset alternate landing point is located near the route of the current flight mission.

6. The method according to claim 4, It is characterized in that The determining whether the aircraft can reach any preset alternate landing point includes: During the process of the aircraft performing the current flight mission, planning in real time the route from the current position of the aircraft to each preset alternate landing point; Determine the power energy required from the current location to each alternate landing point based on the planned route; It is determined whether the aircraft can reach each alternate landing point based on the required power energy and the remaining power energy of the aircraft.

7. The method according to claim 6, It is characterized in that Real-time planning of routes from the current position of the aircraft to various pre-set alternate landing points, including: For any alternate landing point, control the aircraft to fly from the current position along the route of the current flight mission to a bifurcation point, and then fly from the bifurcation point to the alternate landing point, the bifurcation point being located on the route of the current flight mission; or For any alternate landing point, the aircraft is controlled to fly from the current position to the target point, and then from the target point to the alternate landing point, wherein the target point is located directly above the alternate landing point.

8. The method according to claim 4, It is characterized in that The selecting a target alternate landing point from alternate landing points accessible by the aircraft comprises: Displaying flight information corresponding to each accessible alternate landing point to a user through a control device of the aircraft; A target alternate landing point is selected from the reachable alternate landing points based on an alternate landing point selection instruction triggered by a user.

9. The method according to claim 8, It is characterized in that The flight information includes one or more of the following: route parameters between the current position and each accessible alternate landing point, power energy required for the aircraft to land at each accessible alternate landing point, and remaining power energy after the aircraft lands at each accessible alternate landing point.

10. The method according to claim 8, It is characterized in that The reachable alternate landing point includes a plurality of points, and the method further includes: Selecting a recommended alternate landing point from a plurality of accessible alternate landing points, and displaying the recommended alternate landing point to a user through a control device of the aircraft; In the case that the user does not trigger the alternate landing point selection instruction, the recommended alternate landing point is determined as the target alternate landing point.

11. The method according to claim 4, It is characterized in that Before determining whether the aircraft can reach any preset alternate landing point, the method further includes: Get the usage information of alternate landing point; Acquire a currently available alternate landing point from pre-set alternate landing points based on the usage information; The determining whether the aircraft can reach any preset alternate landing point includes: Determine whether the aircraft can reach any available alternate landing point.

12. The method according to claim 4, It is characterized in that In the case where it is determined that the aircraft cannot reach any pre-set alternate landing point, a forced landing point is determined for the aircraft based on the surrounding environment information of the aircraft, and the aircraft is controlled to land at the forced landing point.

13. The method according to claim 12, It is characterized in that The step of determining a forced landing point for the aircraft based on the surrounding environment information of the aircraft includes: Determine one or more target locations based on the surrounding environment information of the aircraft, and the current remaining power energy of the aircraft can support the aircraft to land at the one or more target locations; A target location point that is closest to the current location of the aircraft and / or a target location point with the lowest risk is selected from the one or more target location points as the forced landing point.

14. The method according to any one of claims 1 to 13, It is characterized in that The method comprises: After the aircraft starts to execute the current flight mission, the current mission parameters are acquired in real time, and in response to the judgment result that the aircraft cannot reach the destination, it is judged whether the aircraft can reach any pre-set alternate landing point.

15. The method according to claim 14, It is characterized in that The method comprises: Before starting to execute the flight mission, obtaining the current mission parameters; When the judgment result is that the aircraft can reach the destination, the aircraft is controlled to execute the current flight mission; otherwise, a warning message is issued or the current flight mission is suspended.

16. The method according to claim 14, It is characterized in that The step of obtaining the current mission parameters before starting to execute the flight mission includes: After the aircraft takes off, the aircraft is controlled to hover, and the current mission parameters are obtained during the hovering process.

17. The method according to claim 1, It is characterized in that The types of the current mission parameters and / or the historical mission parameters include one or more of the following: flight mission route parameters, payload weight carried by the aircraft, and flight environment parameters.

18. The method according to claim 1, It is characterized in that Determining whether the aircraft can reach the destination of the current flight mission based on the current mission parameters, historical flight data, and the remaining power energy of the aircraft includes: Determining an estimated energy consumption of the aircraft for executing the current flight mission based on the historical energy consumption, the historical mission parameters, and the current mission parameters; Based on the estimated energy consumption and the remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

19. The method according to claim 18, It is characterized in that Determining an estimated energy consumption of the aircraft for executing the current flight mission based on the historical energy consumption, a difference or a ratio between the historical mission parameters and the current mission parameters; Based on the estimated energy consumption and the remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

20. The method according to claim 18, It is characterized in that In response to the increase in the difference or ratio between the current mission parameter and the historical mission parameter, the difference between the estimated energy consumption of the aircraft to complete the current flight mission and the historical energy consumption required for the historical flight mission increases.

21. The method according to claim 1, It is characterized in that The historical flight data is obtained based on the following method: In response to the existence of a referenceable historical flight mission, the flight data of the referenceable historical flight mission is used as the historical flight data; wherein, the aircraft that executed the referenceable historical flight mission is of the same model as the aircraft that executes the current flight mission, and the route of the referenceable historical flight mission is consistent with the route of the current flight mission.

22. The method according to claim 1, It is characterized in that The historical flight data is obtained based on the following method: In response to the absence of the referenced historical flight mission, the aircraft is controlled to pre-fly along the route of the current flight mission to obtain the historical flight data, wherein the aircraft that executed the referenced historical flight mission is of the same model as the aircraft that executed the current flight mission, and the route of the referenced historical flight mission is consistent with the route of the current flight mission.

23. The method according to claim 1, It is characterized in that The method further comprises: Determining whether the state parameters and / or flight environment parameters of the aircraft before takeoff meet the flight conditions; If not met, a warning message will be issued or the current flight mission will be suspended.

24. The method according to claim 23, It is characterized in that The method further comprises: In response to the state parameters and / or flight environment parameters of the aircraft satisfying the flight conditions, an operation is performed to determine whether the aircraft can reach the destination of the current flight mission based on the current mission parameters, historical flight data and the remaining power energy of the aircraft.

25. The method according to claim 23, It is characterized in that The flight condition is adjusted in real time based on one or more of the following parameters: a state parameter of the aircraft, a route parameter of the flight mission, a load weight carried by the aircraft, and / or a flight environment parameter.

26. The method according to claim 25, It is characterized in that The state parameters of the aircraft include one or more of the following: the flight power of the aircraft, the deviation between the center of gravity of the load carried by the aircraft and the center of gravity of the aircraft, the vibration energy of the aircraft, and the state parameters of the aircraft's motor; the flight environment parameters include: the wind speed of the current flight environment.

27. The method according to claim 1, It is characterized in that The method further comprises: Before the aircraft takes off, obtaining a positioning signal from a positioning sensor onboard the aircraft; Determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft; and Based on the distribution of obstacles around the aircraft, it is determined whether to control the aircraft to take off.

28. The method according to claim 1, It is characterized in that Determining the distribution of obstacles around the aircraft according to a positioning signal of a positioning sensor onboard the aircraft includes: Based on the difference between the positioning signal actually received by the positioning sensor on the aircraft and the positioning signal that can be theoretically received when the aircraft is at the current position, the distribution of obstacles around the aircraft is determined.

29. The method according to claim 27, It is characterized in that Determining the distribution of obstacles around the aircraft according to a positioning signal of a positioning sensor onboard the aircraft includes: Obtaining obstacle information sensed by a sensing sensor on the aircraft; Based on the obstacle information and the positioning signal of the onboard positioning sensor of the aircraft, the distribution of the obstacles is determined.

30. The method according to claim 29, It is characterized in that The determining whether to control the aircraft to take off based on the distribution of obstacles includes: When it is determined based on the distribution of obstacles that the solid angle ratio within the preset angle range of the pitch angle direction of the aircraft is less than the preset ratio, and there is no obstacle within the preset distance range of the aircraft, the The aircraft takes off.

31. The method according to claim 1, It is characterized in that The method further comprises: After the aircraft lands, the aircraft is controlled to automatically enter a locked state, wherein when the aircraft is in the locked state, a propeller of the aircraft cannot rotate; Detecting whether an operating component on the aircraft body is triggered by a user; In response to the operating component on the aircraft fuselage being triggered by the user, the locked state is released.

32. The method according to claim 31, It is characterized in that The method further comprises: After the aircraft enters the locked state, a prompt message is sent to the user.

33. The method according to claim 31, It is characterized in that When the aircraft enters the locked state, the power device of the aircraft is in a closed state, and the operating component is used to turn on the power device.

34. A method for controlling an aircraft, It is characterized in that The method comprises: Before the aircraft takes off, obtaining a positioning signal from a positioning sensor onboard the aircraft; Determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft; and Based on the distribution of obstacles around the aircraft, it is determined whether to control the aircraft to take off.

35. A method for controlling an aircraft, It is characterized in that The method comprises: After the aircraft lands, the aircraft is controlled to automatically enter a locked state, wherein when the aircraft is in the locked state, a propeller of the aircraft cannot rotate; Detecting whether an operating component on the aircraft body is triggered by a user; In response to the operating component on the aircraft fuselage being triggered by the user, the locked state is released.

36. A control method for a movable platform, It is characterized in that The method comprises: Acquire current task parameters of a current task and historical motion data of historical tasks related to the current task; wherein the current task parameters are related to the energy consumption of the movable platform; the historical motion data include historical task parameters and historical energy consumption in the historical tasks, and the historical task parameters are related to the energy consumption of the movable platform executing the historical tasks; Acquiring the current remaining power energy of the movable platform in real time; and Based on the current task parameters, historical motion data and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current task.

37. The method according to claim 36, It is characterized in that The method comprises: The model of the movable platform that performed the historical task is consistent with the model of the movable platform that performs the current task; and / or The overlap between the motion path of the historical task and the motion path of the current task is greater than a preset overlap; and / or The difference between the motion environment parameter of the historical task and the motion environment parameter of the current task is less than or equal to a preset threshold; and / or The difference between the load weight of the historical task and the load weight of the current task is less than or equal to a preset threshold.

38. The method according to claim 36, It is characterized in that The method further comprises: The movable platform is motion-controlled based on the determination result.

39. The method according to claim 36, It is characterized in that The types of the current task parameters and / or the historical task parameters include one or more of the following: motion path parameters of the task, the weight of the load carried by the movable platform, and motion environment parameters.

40. The method according to claim 36, It is characterized in that Determining whether the movable platform can reach the destination of the current task based on the current task parameters, the historical motion data, and the remaining power energy of the movable platform includes: Determining an estimated energy consumption of the mobile platform to perform the current task based on the historical energy consumption, the historical task parameters, and the current task parameters; Based on the estimated energy consumption and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current task.

41. The method according to claim 40, It is characterized in that Determining an estimated energy consumption of the mobile platform for performing the current task based on the historical energy consumption, a difference or a ratio between the historical task parameters and the current task parameters; Based on the estimated energy consumption and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current task.

42. The method according to claim 40, It is characterized in that In response to the difference or ratio between the current task parameter and the historical task parameter increasing, the difference between the estimated energy consumption of the mobile platform to complete the current task and the historical energy consumption required for the historical task increases.

43. The method according to claim 36, It is characterized in that The historical motion data is obtained based on the following method: In response to the existence of a referenceable historical task, the motion data of the referenceable historical task is used as the historical motion data; wherein, the model of the movable platform executing the referenceable historical task is consistent with the model of the movable platform executing the current task, and the motion path of the referenceable historical task is consistent with the motion path of the current task.

44. The method according to claim 36, It is characterized in that The historical motion data is obtained based on the following method: In response to the absence of the referenced historical task, the movable platform is controlled to pre-move according to the motion path of the current task to obtain the historical motion data, wherein the model of the movable platform executing the referenced historical task is consistent with that of the movable platform executing the current task, and the motion path of the referenced historical task is consistent with the motion path of the current task.

45. A method according to any one of claims 36 to 44, It is characterized in that The method comprises: After the movable platform starts to execute the current mission, the current mission parameters are acquired in real time, and in response to the judgment result that the movable platform cannot reach the destination, it is judged whether the movable platform can reach any pre-set alternate landing point.

46. ​​The method according to claim 45, It is characterized in that The method comprises: Before starting to execute the current task, obtaining the current task parameters; When the judgment result is that the movable platform can reach the destination, the movable platform is controlled to execute the current task; otherwise, an alarm message is issued or the current task is suspended.

47. The method according to claim 35, It is characterized in that The method further comprises: Determining whether the state parameters and / or mobile environment parameters of the movable platform meet the start-up conditions; If not satisfied, an alarm message is issued or the current task is paused.

48. The method according to claim 47, It is characterized in that The method further comprises: In response to the state parameters and / or mobile environment parameters of the movable platform satisfying the start-up conditions, an operation is performed to obtain the current motion parameters and determine whether the movable platform can reach the destination of the current task based on the current task parameters, historical motion data and the remaining power energy of the movable platform.

49. The method according to claim 47, It is characterized in that The start-up condition is adjusted in real time based on one or more of the following parameters: state parameters of the movable platform, motion path parameters of the task, load weight carried by the movable platform and / or motion environment parameters.

50. The method according to claim 49, It is characterized in that The state parameters of the movable platform include one or more of the following: the motion power of the movable platform, the deviation between the center of gravity of the load carried by the movable platform and the center of gravity of the movable platform, the vibration energy of the movable platform, and the state parameters of the motor of the movable platform; the motion environment parameters include: the wind speed of the current motion environment.

51. A control device for an aircraft, It is characterized in that The device includes a processor, a memory, and a computer program stored in the memory and executable by the processor. When the processor executes the computer program, the following steps can be implemented: Acquire current mission parameters of a current flight mission and historical flight data of historical flight missions related to the current mission; wherein the current mission parameters are related to the energy consumption of the aircraft, the historical flight data include historical mission parameters and historical energy consumption in historical flight missions, and the historical mission parameters are related to the energy consumption of the aircraft performing the historical missions; Real-time acquisition of the current remaining power energy of the aircraft; and Based on the current mission parameters, historical flight data and the current remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

52. The device according to claim 51, It is characterized in that The model of the aircraft that performed the historical flight mission is consistent with the model of the aircraft that performs the current flight mission; and / or The overlap between the route of the historical flight mission and the route of the current flight mission is greater than a preset overlap; and / or The difference between the flight environment parameters of the historical flight mission and the environment parameters of the current flight mission is less than or equal to a preset threshold; and / or The difference between the load weight of the historical flight mission and the load weight of the current flight mission is less than or equal to a preset threshold.

53. The device according to claim 51, It is characterized in that The processor is further configured to: The aircraft is flight-controlled based on the determination result.

54. The device according to claim 53, It is characterized in that The step of the processor controlling the flight of the aircraft based on the determination result comprises: In response to the determination result that the aircraft cannot reach the destination, determining whether the aircraft can reach any preset alternate landing point; If possible, a target alternate landing point is selected from the alternate landing points that the aircraft can reach, and the aircraft is controlled to land at the target alternate landing point.

55. The device according to claim 54, It is characterized in that The preset alternate landing point is located on the route of the current flight mission; or The preset alternate landing point is located near the route of the current flight mission.

56. The device according to claim 54, It is characterized in that The processor is used to determine whether the aircraft can reach any preset alternate landing point, including: During the process of the aircraft performing the current flight mission, planning in real time the route from the current position of the aircraft to each preset alternate landing point; Determine the power energy required from the current location to each alternate landing point based on the planned route; It is determined whether the aircraft can reach each alternate landing point based on the required power energy and the remaining power energy of the aircraft.

57. The device according to claim 56, It is characterized in that The processor is used to plan in real time a route from the current position of the aircraft to each preset alternate landing point, including: For any alternate landing point, control the aircraft to fly from the current position along the route of the current flight mission to a bifurcation point, and then fly from the bifurcation point to the alternate landing point, the bifurcation point being located on the route of the current flight mission; or For any alternate landing point, the aircraft is controlled to fly from the current position to the target point, and then from the target point to the alternate landing point, wherein the target point is located directly above the alternate landing point.

58. The device according to claim 54, It is characterized in that The step of the processor selecting a target alternate landing point from alternate landing points accessible by the aircraft comprises: Displaying flight information corresponding to each accessible alternate landing point to a user through a control device of the aircraft; A target alternate landing point is selected from the reachable alternate landing points based on an alternate landing point selection instruction triggered by a user.

59. The device according to claim 58, It is characterized in that The flight information includes one or more of the following: route parameters between the current position and each accessible alternate landing point, power energy required for the aircraft to land at each accessible alternate landing point, and remaining power energy after the aircraft lands at each accessible alternate landing point.

60. The device according to claim 58, It is characterized in that The reachable alternate landing point includes a plurality of points, and the processor is further configured to: Selecting a recommended alternate landing point from a plurality of accessible alternate landing points, and displaying the recommended alternate landing point to a user through a control device of the aircraft; In the case that the user does not trigger the alternate landing point selection instruction, the recommended alternate landing point is determined as the target alternate landing point.

61. The device according to claim 54, It is characterized in that Before determining whether the aircraft can reach any preset alternate landing point, the processor is further configured to: Get the usage information of alternate landing point; Acquire a currently available alternate landing point from pre-set alternate landing points based on the usage information; The determining whether the aircraft can reach any preset alternate landing point includes: Determine whether the aircraft can reach any available alternate landing point.

62. The device according to claim 54, It is characterized in that In the case where it is determined that the aircraft cannot reach any pre-set alternate landing point, a forced landing point is determined for the aircraft based on the surrounding environment information of the aircraft, and the aircraft is controlled to land at the forced landing point.

63. The device according to claim 62, It is characterized in that The processor is used to determine a forced landing point for the aircraft based on the surrounding environment information of the aircraft, comprising: Determine one or more target locations based on the surrounding environment information of the aircraft, and the current remaining power energy of the aircraft can support the aircraft to land at the one or more target locations; A target location point that is closest to the current location of the aircraft and / or a target location point with the lowest risk is selected from the one or more target location points as the forced landing point.

64. The method according to any one of claims 1 to 63, It is characterized in that The processor is further configured to: After the aircraft starts to execute the current flight mission, the current mission parameters are acquired in real time, and in response to the judgment result that the aircraft cannot reach the destination, it is judged whether the aircraft can reach any pre-set alternate landing point.

65. The device according to claim 64, It is characterized in that The processor is further configured to: Before starting to execute the flight mission, obtaining the current mission parameters; When the judgment result is that the aircraft can reach the destination, the aircraft is controlled to execute the current flight mission; otherwise, a warning message is issued or the current flight mission is suspended.

66. The device according to claim 64, It is characterized in that The processor is used to obtain the current mission parameters before starting to execute the flight mission, including: After the aircraft takes off, the aircraft is controlled to hover, and the current mission parameters are obtained during the hovering process.

67. The device according to claim 1, It is characterized in that The types of the current mission parameters and / or the historical mission parameters include one or more of the following: flight mission route parameters, payload weight carried by the aircraft, and flight environment parameters.

68. The device according to claim 1, It is characterized in that Determining whether the aircraft can reach the destination of the current flight mission based on the current mission parameters, historical flight data, and the remaining power energy of the aircraft includes: Determining an estimated energy consumption of the aircraft for executing the current flight mission based on the historical energy consumption, the historical mission parameters, and the current mission parameters; Based on the estimated energy consumption and the remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

69. The device according to claim 68, It is characterized in that Determining an estimated energy consumption of the aircraft for executing the current flight mission based on the historical energy consumption, a difference or a ratio between the historical mission parameters and the current mission parameters; Based on the estimated energy consumption and the remaining power energy of the aircraft, it is determined whether the aircraft can reach the destination of the current flight mission.

70. The device according to claim 68, It is characterized in that In response to the increase in the difference or ratio between the current mission parameter and the historical mission parameter, the difference between the estimated energy consumption of the aircraft to complete the current flight mission and the historical energy consumption required for the historical flight mission increases.

71. The device according to claim 1, It is characterized in that The historical flight data is obtained based on the following method: In response to the existence of a referenceable historical flight mission, the flight data of the referenceable historical flight mission is used as the historical flight data; wherein, the aircraft that executed the referenceable historical flight mission is of the same model as the aircraft that executes the current flight mission, and the route of the referenceable historical flight mission is consistent with the route of the current flight mission.

72. The device according to claim 1, It is characterized in that The historical flight data is obtained based on the following method: In response to the absence of the referenced historical flight mission, the aircraft is controlled to pre-fly along the route of the current flight mission to obtain the historical flight data, wherein the aircraft that executed the referenced historical flight mission is of the same model as the aircraft that executed the current flight mission, and the route of the referenced historical flight mission is consistent with the route of the current flight mission.

73. The device according to claim 1, It is characterized in that The processor is further configured to: Determining whether the state parameters and / or flight environment parameters of the aircraft before takeoff meet the flight conditions; If not met, a warning message will be issued or the current flight mission will be suspended.

74. The device according to claim 73, It is characterized in that The processor is further configured to: In response to the state parameters and / or flight environment parameters of the aircraft satisfying the flight conditions, an operation is performed to determine whether the aircraft can reach the destination of the current flight mission based on the current mission parameters, historical flight data and the remaining power energy of the aircraft.

75. The device according to claim 73, It is characterized in that The flight condition is adjusted in real time based on one or more of the following parameters: a state parameter of the aircraft, a route parameter of the flight mission, a load weight carried by the aircraft, and / or a flight environment parameter.

76. The device according to claim 75, It is characterized in that The state parameters of the aircraft include one or more of the following: the flight power of the aircraft, the deviation between the center of gravity of the load carried by the aircraft and the center of gravity of the aircraft, the vibration energy of the aircraft, and the state parameters of the aircraft's motor; the flight environment parameters include: the wind speed of the current flight environment.

77. The device according to claim 1, It is characterized in that The processor is further configured to: Before the aircraft takes off, obtaining a positioning signal from a positioning sensor onboard the aircraft; Determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft; and Based on the distribution of obstacles around the aircraft, it is determined whether to control the aircraft to take off.

78. The device according to claim 1, It is characterized in that The processor is used to determine the distribution of obstacles around the aircraft according to the positioning signal of the positioning sensor onboard the aircraft, including: Based on the difference between the positioning signal actually received by the positioning sensor on the aircraft and the positioning signal that can be theoretically received when the aircraft is at the current position, the distribution of obstacles around the aircraft is determined.

79. The device according to claim 77, It is characterized in that The processor is used to determine the distribution of obstacles around the aircraft according to the positioning signal of the positioning sensor onboard the aircraft, including: Obtaining obstacle information sensed by a sensing sensor on the aircraft; Based on the obstacle information and the positioning signal of the onboard positioning sensor of the aircraft, the distribution of the obstacles is determined.

80. The device according to claim 79, It is characterized in that The processor is used to determine whether to control the aircraft to take off based on the distribution of obstacles, including: When it is determined based on the distribution of obstacles that the solid angle ratio within the preset angle range of the pitch angle direction of the aircraft is less than the preset ratio, and there is no obstacle within the preset distance range of the aircraft, the aircraft is controlled to take off.

81. The device according to claim 1, It is characterized in that The processor is further configured to: After the aircraft lands, the aircraft is controlled to automatically enter a locked state, wherein when the aircraft is in the locked state, a propeller of the aircraft cannot rotate; Detecting whether an operating component on the aircraft body is triggered by a user; In response to the operating component on the aircraft fuselage being triggered by the user, the locked state is released.

82. The device according to claim 81, It is characterized in that The processor is further configured to: After the aircraft enters the locked state, a prompt message is sent to the user.

83. The device according to claim 81, It is characterized in that When the aircraft enters the locked state, the power device of the aircraft is in a closed state, and the operating component is used to turn on the power device.

84. A control device for an aircraft, It is characterized in that The device includes a processor, a memory, and a computer program stored in the memory and executable by the processor. When the processor executes the computer program, the following steps can be implemented: Before the aircraft takes off, obtaining a positioning signal from a positioning sensor onboard the aircraft; Determining the distribution of obstacles around the aircraft based on a positioning signal from an onboard positioning sensor of the aircraft; and Based on the distribution of obstacles around the aircraft, it is determined whether to control the aircraft to take off.

85. A control device for an aircraft, It is characterized in that The method device comprises a processor, a memory, and a computer program stored in the memory and executable by the processor. When the processor executes the computer program, the following steps can be implemented: after the aircraft lands, controlling the aircraft to automatically enter a locked state, wherein when the aircraft is in the locked state, the propeller of the aircraft cannot rotate; Detecting whether an operating component on the aircraft body is triggered by a user; In response to the operating component on the aircraft fuselage being triggered by the user, the locked state is released.

86. A control device for a movable platform, It is characterized in that The method device includes a processor, a memory, and a computer program stored in the memory and executable by the processor. When the processor executes the computer program, the following steps can be implemented: obtaining current task parameters of a current task and historical motion data of historical tasks related to the current task; wherein the current task parameters are related to the energy consumption of a movable platform; the historical motion data includes historical task parameters and historical energy consumption in historical tasks, and the historical task parameters are related to the energy consumption of the movable platform executing the historical tasks; Acquiring the current remaining power energy of the movable platform in real time; and Based on the current task parameters, historical motion data and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current task.

87. The device according to claim 86, It is characterized in that The model of the movable platform that performed the historical task is consistent with the model of the movable platform that performs the current task; and / or The overlap between the motion path of the historical task and the motion path of the current task is greater than a preset overlap; and / or The difference between the motion environment parameter of the historical task and the motion environment parameter of the current task is less than or equal to a preset threshold; and / or The difference between the load weight of the historical task and the load weight of the current task is less than or equal to a preset threshold.

88. The device according to claim 86, It is characterized in that The processor is further configured to: The movable platform is motion-controlled based on the determination result.

89. The device according to claim 86, It is characterized in that The types of the current task parameters and / or the historical task parameters include one or more of the following: motion path parameters of the task, the weight of the load carried by the movable platform, and motion environment parameters.

90. The device according to claim 86, It is characterized in that Determining whether the movable platform can reach the destination of the current task based on the current task parameters, the historical motion data, and the remaining power energy of the movable platform includes: Determining an estimated energy consumption of the mobile platform to perform the current task based on the historical energy consumption, the historical task parameters, and the current task parameters; Based on the estimated energy consumption and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current task.

91. The device according to claim 90, It is characterized in that Determining an estimated energy consumption of the mobile platform for performing the current task based on the historical energy consumption, a difference or a ratio between the historical task parameters and the current task parameters; Based on the estimated energy consumption and the remaining power energy of the movable platform, it is determined whether the movable platform can reach the destination of the current task.

92. The device according to claim 90, It is characterized in that In response to the difference or ratio between the current task parameter and the historical task parameter increasing, the difference between the estimated energy consumption of the mobile platform to complete the current task and the historical energy consumption required for the historical task increases.

93. The device according to claim 86, It is characterized in that The historical motion data is obtained based on the following method: In response to the existence of a referenceable historical task, the motion data of the referenceable historical task is used as the historical motion data; wherein, the model of the movable platform executing the referenceable historical task is consistent with the model of the movable platform executing the current task, and the motion path of the referenceable historical task is consistent with the motion path of the current task.

94. The device according to claim 86, It is characterized in that The historical motion data is obtained based on the following method: In response to the absence of the referenced historical task, the movable platform is controlled to pre-move according to the motion path of the current task to obtain the historical motion data, wherein the model of the movable platform executing the referenced historical task is consistent with that of the movable platform executing the current task, and the motion path of the referenced historical task is consistent with the motion path of the current task.

95. The device according to any one of claims 86 to 94, It is characterized in that The processor is further configured to: After the movable platform starts to execute the current mission, the current mission parameters are acquired in real time, and in response to the judgment result that the movable platform cannot reach the destination, it is judged whether the movable platform can reach any pre-set alternate landing point.

96. The device according to claim 95, It is characterized in that The processor is further configured to: Before starting to execute the current task, obtaining the current task parameters; When the judgment result is that the movable platform can reach the destination, the movable platform is controlled to execute the current task; otherwise, an alarm message is issued or the current task is suspended.

97. The device according to claim 96, It is characterized in that The processor is further configured to: Determining whether the state parameters and / or mobile environment parameters of the movable platform meet the start-up conditions; If not satisfied, an alarm message is issued or the current task is paused.

98. The device according to claim 97, It is characterized in that The processor is further configured to: In response to the state parameters and / or mobile environment parameters of the movable platform satisfying the start-up conditions, an operation is performed to obtain the current motion parameters and determine whether the movable platform can reach the destination of the current task based on the current task parameters, historical motion data and the remaining power energy of the movable platform.

99. The device according to claim 97, It is characterized in that The start-up condition is adjusted in real time based on one or more of the following parameters: state parameters of the movable platform, motion path parameters of the task, load weight carried by the movable platform and / or motion environment parameters.

100. The device according to claim 99, It is characterized in that The state parameters of the movable platform include one or more of the following: the motion power of the movable platform, the deviation between the center of gravity of the load carried by the movable platform and the center of gravity of the movable platform, the vibration energy of the movable platform, and the state parameters of the motor of the movable platform; the motion environment parameters include: the wind speed of the current motion environment.

101. A computer-readable storage medium, It is characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 50 is implemented.

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