Processing method, aerial vehicle and control method therefor, medium, and computer device

Abstract

A processing method, an aerial vehicle and a control method therefor, a medium, and a computer device. The processing method comprises: acquiring geographical location-related information of a target grid cell, wherein the target grid cell is formed by performing grid delineation on an airspace (S21); acquiring altitude information of a highest target object in the target grid cell (S22); and on the basis of the altitude information of the highest target object, determining a maximum authorized altitude of an aerial vehicle within the target grid cell, wherein the maximum authorized altitude is used for representing a maximum permissible flight altitude of the aerial vehicle within the target grid cell, and the maximum authorized altitude is not less than the altitude of the highest target object (S23), wherein the same target grid cell has a unified maximum authorized altitude.

Description

Processing methods, aircraft and their control methods, media and computer equipment Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to a processing method, an aircraft and its control method, a medium and a computer device. Background Technology

[0002] Aircraft are subject to maximum approved altitude restrictions during flight, and must operate within these limits. In related technologies, the Earth's surface is typically used as a reference plane, with a fixed, preset altitude margin, such as 120 meters, as the maximum approved altitude. This method is rather stringent and lacks flexibility. It can prevent aircraft from flying over buildings exceeding 120 meters in height in areas with tall targets, such as urban areas with many high-rise buildings, increasing the risk of collisions. Furthermore, the maximum approved altitude may limit takeoff from targets altogether, resulting in limited flight freedom and a negative impact on the flight experience. Summary of the Invention

[0003] In a first aspect, this application provides a processing method, comprising: acquiring geographic location-related information of a target grid cell, wherein the target grid cell is formed by dividing airspace into grids; acquiring altitude information of the highest target object within the target grid cell; and determining, based on the altitude information of the highest target object, the maximum approved altitude of an aircraft within the target grid cell, wherein the maximum approved altitude represents the maximum altitude permitted for the aircraft to fly within the target grid cell, and the maximum approved altitude is not less than the altitude of the highest target object; wherein the same target grid cell has a uniform maximum approved altitude.

[0004] Secondly, this application provides a method for controlling an aircraft, comprising: acquiring the waypoint position of the aircraft; determining the target grid cell to which the waypoint position belongs, the target grid cell being formed by dividing airspace into grids; acquiring the maximum approved altitude of the target grid cell, wherein the maximum approved altitude is determined based on the altitude information of the highest target object in the target grid cell, the maximum approved altitude representing the maximum flight altitude of the aircraft when flying within the target grid cell, and the maximum approved altitude is not less than the altitude of the highest target object; and controlling the flight altitude of the aircraft within the target grid cell based on the maximum approved altitude, so that the flight altitude of the aircraft does not exceed the maximum approved altitude; wherein the same target grid cell has a uniform maximum approved altitude.

[0005] Thirdly, this application provides a processing method, comprising: acquiring geographic location information of target grid cell I and target grid cell II, wherein target grid cell I and target grid cell II are formed by dividing a spatial domain into grids, and target grid cell I and target grid cell II are spatially adjacent; acquiring the maximum approval height I corresponding to target grid cell I and the maximum approval height II corresponding to target grid cell II; and in response to a difference between the maximum approval height I and the maximum approval height II being greater than a preset difference, determining a maximum approval height within a transition area based on the maximum approval height I and the maximum approval height II, such that the maximum approval height I and the maximum approval height II continuously vary within the range of the maximum approval height I and the maximum approval height II, wherein the transition area includes a portion of the target grid cell I near the target grid cell II and / or a portion of the target grid cell II near the target grid cell I.

[0006] Fourthly, this application provides a method for controlling an aircraft, comprising: acquiring the waypoint position of the aircraft; determining a transition region to which the waypoint position belongs, wherein the transition region includes a portion of a target grid cell I near a target grid cell II and / or a portion of a target grid cell II near a target grid cell I, the target grid cell I and the target grid cell II being formed by gridding airspace, and the target grid cell I and the target grid cell II being spatially adjacent; acquiring the maximum approved altitude of the transition region, wherein the maximum approved altitude of the transition region is determined based on the maximum approved altitude I and the maximum approved altitude II when the difference between the maximum approved altitude I corresponding to the target grid cell I and the maximum approved altitude II corresponding to the target grid cell II is greater than a preset difference, and the maximum approved altitude of the transition region is continuously varying within the range of the maximum approved altitude I and the maximum approved altitude II; and controlling the flight altitude of the aircraft within the transition region based on the maximum approved altitude of the transition region, so that the flight altitude of the aircraft does not exceed the maximum approved altitude of the transition region.

[0007] Fifthly, this application provides a method for controlling an aircraft, comprising: acquiring the waypoint position of the aircraft; determining a transition region to which the waypoint position belongs, wherein the transition region includes a portion of a target grid cell I near a target grid cell II and / or a portion of a target grid cell II near a target grid cell I, the target grid cell I and the target grid cell II being formed by gridding airspace, and the target grid cell I and the target grid cell II being spatially adjacent; acquiring the maximum approved altitude of the transition region; and controlling the flight altitude of the aircraft within the transition region based on the maximum approved altitude of the transition region, so that... The flight altitude of the aircraft does not exceed the maximum approved altitude of the transition region, including any of the following situations: when the maximum approved altitude I of the target grid cell I is greater than the maximum approved altitude II of the target grid cell II, the aircraft is controlled to fly at an altitude greater than the maximum approved altitude II in a portion of the target grid cell II near the target grid cell I; or when the maximum approved altitude I of the target grid cell I is less than the maximum approved altitude II of the target grid cell II, the aircraft is controlled to fly at an altitude greater than the maximum approved altitude I in a portion of the target grid cell I near the target grid cell II.

[0008] Sixthly, this application provides a processing method, comprising: acquiring geographic location information of a target grid cell, the target grid cell being formed by dividing airspace into grids; acquiring altitude information of the highest target object within the target grid cell; and determining flight restriction rules for an aircraft within the target grid cell based on the altitude information of the highest target object, the flight restriction rules being used to impose restrictions on the flight altitude of the aircraft when flying within the target grid cell.

[0009] In a seventh aspect, this application provides a method for controlling an aircraft, comprising: acquiring the waypoint position of the aircraft; determining the target grid cell to which the waypoint position belongs, the target grid cell being formed by dividing airspace into grids; acquiring flight restriction rules for the target grid cell, wherein the flight restriction rules are determined based on the altitude information of the highest target object in the target grid cell, the flight restriction rules being used to impose restrictions on the flight altitude of the aircraft when flying within the target grid cell; and controlling the flight altitude of the aircraft within the target grid cell based on the flight restriction rules, so that the flight altitude of the aircraft complies with the flight restriction rules.

[0010] Eighthly, this application provides a computer device, comprising: a memory and a processor; the memory being used to store a computer program; the processor being used to execute the computer program and, when executing the computer program, to implement the method described in any one of the first to seventh aspects.

[0011] Ninthly, this application provides an aircraft, comprising: a body; a power unit disposed on the body for providing flight power to the aircraft; and a control unit disposed on the body for implementing the method described in any one of the first to seventh aspects.

[0012] In a tenth aspect, this application provides a computer-readable storage medium comprising a stored computer program, wherein, when the computer program is executed by a processor, it controls the device on which the storage medium is located to perform the method described in any one of the first to seventh aspects. Attached Figure Description

[0013] The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments consistent with this application and, together with the description, serve to explain the technical solutions of this application.

[0014] Figure 1 is a schematic diagram of an aircraft and external equipment according to an embodiment of this application.

[0015] Figure 2 is a schematic diagram of determining the maximum approved altitude of an aircraft based on a reference plane in related technologies.

[0016] Figure 3 is a general flowchart of an embodiment of this application.

[0017] Figure 4 is a schematic diagram of a target mesh cell according to an embodiment of this application.

[0018] Figure 5 is a schematic diagram of the highest target object within a target grid cell according to an embodiment of this application.

[0019] Figure 6A is a schematic diagram of the maximum approved height of the target mesh cell according to an embodiment of this application.

[0020] Figure 6B is a schematic diagram of the aircraft trajectory within a target grid cell according to an embodiment of this application.

[0021] Figure 7 is a schematic diagram of the preset height margin according to an embodiment of this application.

[0022] Figure 8 is a schematic diagram of the transition region according to an embodiment of this application.

[0023] Figure 9 is a schematic diagram of the maximum approved height of the transition region according to an embodiment of this application.

[0024] Figure 10A is a schematic diagram of the flight path of a waypoint within the same target grid cell according to an embodiment of this application.

[0025] Figure 10B is a schematic diagram of the flight paths of waypoints within different target grid cells according to an embodiment of this application.

[0026] Figure 11 is a flowchart of a processing method according to an embodiment of this application.

[0027] Figure 12 is a flowchart of a control method for an aircraft according to an embodiment of this application.

[0028] Figure 13 is a flowchart of a processing method according to an embodiment of this application.

[0029] Figure 14 is a flowchart of a control method for an aircraft according to an embodiment of this application.

[0030] Figure 15 is a flowchart of a control method for an aircraft according to an embodiment of this application.

[0031] Figure 16 is a flowchart of a processing method according to an embodiment of this application.

[0032] Figure 17 is a flowchart of a control method for an aircraft according to an embodiment of this application. Detailed Implementation

[0033] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0034] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items. Additionally, the term “at least one” herein means any combination of at least two of any one or more of a plurality.

[0035] It should be understood that although the terms first, second, third, etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0036] To enable those skilled in the art to better understand the technical solutions in the embodiments of this application, and to make the above-mentioned objectives, features and advantages of the embodiments of this application more apparent and understandable, the technical solutions in the embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0037] Figure 1 shows a schematic diagram of an aircraft 110 according to an embodiment of this application. The aircraft 110 may include a body 130, a power unit 150, and a control unit 161. The power unit 150 is located on the body 130 and is used to provide flight power for the aircraft 110. The control unit 161 is located on the body 130 and is used to implement various control functions for the aircraft 110.

[0038] Furthermore, the aircraft 110 may also include an energy system 170. The energy system 170 is used to store and supply energy to ensure the normal operation of the power unit 150 and other equipment on the aircraft 110. Furthermore, the aircraft 110 may also include a frame (not shown) and a gimbal 120 mounted on the frame.

[0039] The frame may include a fuselage and landing gear (also known as landing gear). The fuselage may include a center frame and one or more arms connected to the center frame, with the arms extending radially from the center frame. The landing gear is connected to the fuselage and serves to provide support during the landing of the aircraft 110.

[0040] The power unit 150 may include one or more electronic speed controllers (ESCs) 151, one or more propellers 153, and one or more motors 152 corresponding to the propellers 153. The motors 152 are connected between the ESCs 151 and the propellers 153, and the motors 152 and propellers 153 are mounted on the arms of the aircraft 110. The ESCs 151 receive drive signals generated by the control unit 161 and provide drive current to the motors 152 according to the drive signals to control the rotational speed of the motors 152. The motors 152 drive the propellers to rotate, thereby providing power for the flight of the aircraft 110, enabling the aircraft 110 to achieve one or more degrees of freedom of motion. In some embodiments, the aircraft 110 may rotate about one or more rotation axes. For example, the rotation axes may include a roll axis, a yaw axis, and a pitch axis. It should be understood that the motors 152 may be DC motors or AC motors. Additionally, the motors 152 may be brushless motors or brushed motors.

[0041] The control device 161 can be integrated into the flight control system 160 of the aircraft 110. The flight control system 160 may also include a sensor system 162 of the aircraft 110. The sensor system 162 of the aircraft 110 is used to measure the attitude information of the aircraft 110, that is, the position and state information of the aircraft 110 in space, such as three-dimensional position, three-dimensional angle, three-dimensional velocity, three-dimensional acceleration, and three-dimensional angular velocity. The sensor system 162 of the aircraft 110 may include at least one of the following sensors: gyroscope, ultrasonic sensor, electronic compass, inertial measurement unit (IMU), visual sensor, global navigation satellite system, and barometer. For example, the global navigation satellite system may be the Global Positioning System (GPS). The flight controller 161 is used to control the flight state of the aircraft 110, for example, it can control the flight of the aircraft 110 based on the attitude information measured by the sensor system 162 of the aircraft 110. It should be understood that the flight controller 161 can control the aircraft 110 according to pre-programmed instructions, or it can control the aircraft 110 in response to one or more control signals from external devices.

[0042] The gimbal 120 may include a motor 122. The gimbal can be used to carry an imaging device 123. The flight controller 161 can control the movement of the gimbal 120 via the motor 122. Optionally, as another embodiment, the gimbal 120 may also include a controller for controlling the movement of the gimbal 120 by controlling the motor 122. It should be understood that the gimbal 120 may be independent of the aircraft 110 or may be part of the aircraft 110. It should be understood that the motor 122 may be a DC motor or an AC motor. Additionally, the motor 122 may be a brushless motor or a brushed motor.

[0043] The imaging device 123 may be, for example, a camera or video camera, a device used to capture images. The imaging device 123 can communicate with the flight controller 161 and take pictures under the control of the flight controller 161. In this embodiment, the imaging device 123 includes at least a photosensitive element, such as a complementary metal-oxide-semiconductor (CMOS) sensor or a charge-coupled device (CCD) sensor. It is understood that the imaging device 123 can also be directly fixed to the aircraft 110, thus the gimbal 120 can be omitted.

[0044] The energy system 170 may include one or more batteries and a battery management system (BMS), wherein the batteries can be used to power the power unit 150, the control unit 161, the gimbal 120 and the load on the gimbal 120 (e.g., the imaging device 123), and the battery management system is used to manage and control the charging and discharging process of the batteries.

[0045] In low-altitude airspace, in order to ensure the safety of aircraft activities, reduce conflicts between different aircraft activities, and minimize the impact on public safety of ground personnel and facilities, a maximum approved altitude limit is usually set to regulate the flight behavior of aircraft and avoid the safety risks caused by unregulated "black flights" of aircraft. For example, random flights may cause unnecessary interference with the resource utilization of other aircraft, thereby ensuring the safety of aircraft flight activities.

[0046] Aircraft 110 has a maximum approved altitude limit during flight, and it must fly within this limit. In related technologies, there are generally two methods for determining the maximum approved altitude: one method is to use the ground surface as a reference plane, plus a fixed preset altitude margin, such as 120 meters, as the maximum approved altitude. This method is rather stringent and lacks flexibility. It can lead to difficulties for the aircraft in areas with tall objects, such as urban areas with many high-rise buildings, making it difficult to fly over these objects and increasing the risk of collisions. The aircraft may even be unable to take off from these objects due to the maximum approved altitude, resulting in low flight freedom and a poor flight experience. As shown in Figure 2, the maximum approved altitude of aircraft 110 is determined based on the sum of the height of the preset reference plane and the preset altitude margin. However, when tall objects exist within the flight area of ​​aircraft 110, it is difficult for aircraft 110 to fly over these tall objects vertically, and it can only bypass them horizontally, resulting in low flight freedom and a poor flight experience. Another approach is to calculate the maximum approved altitude for each position of the aircraft 110, that is, to determine the maximum approved altitude h corresponding to each position (x, y). max This method is repetitive and tedious, involves a large amount of calculation, has poor operability, and is not conducive to unified management.

[0047] It should be noted that the maximum approved altitude in this application embodiment refers to the maximum altitude at which an aircraft is permitted to fly within the airspace. Flying at or below the maximum approved altitude helps ensure flight safety, regulate flight behavior, and ensure traffic safety and order within the airspace. Flights above the maximum approved altitude will not be approved, and the consequences of non-approval may include hovering, landing, or automatically descending to within the maximum approved altitude. In some cases, the maximum approved altitude can also be understood as the maximum legal flight altitude. Flying at or below this altitude complies with the relevant laws and regulations of the airspace regulatory authorities, which is conducive to effective supervision of aircraft. Flying above this altitude may be denied approval due to violations of relevant laws and regulations, and may even result in penalties.

[0048] Based on this, this application proposes a method to determine the maximum approved altitude of the aircraft 110 using grid cells as the granularity. On the one hand, this method provides more degrees of freedom for flight compared to a fixed maximum approved altitude; on the other hand, airspace gridding ensures that the same grid cell has unified flight restriction rules, reducing the tedious work of repeatedly calculating flight restriction rules at different locations, reducing computational load, and facilitating unified management of the same grid cell. The specific implementation details of this application are illustrated below.

[0049] Figure 3 shows a general flowchart of an embodiment of this application, which specifically includes the following steps:

[0050] Step S11: Obtain the waypoint position of aircraft 110;

[0051] Step S12: Determine the target grid cell to which the waypoint location belongs. The target grid cell is formed by dividing the airspace into grids.

[0052] Step S13: Obtain geographic location information of the target grid cell;

[0053] Step S14: Based on the altitude information of the highest target object, determine the flight restriction rules of the aircraft 110 within the target grid cell. The flight restriction rules are used to impose restrictions on the flight altitude of the aircraft 110 when it flies within the target grid cell.

[0054] Step S15: Based on the flight restriction rules, control the flight altitude of the aircraft 110 within the target grid cell so that the flight altitude of the aircraft 110 complies with the flight restriction rules.

[0055] Thus, by determining the flight restriction rules for the aircraft within the target grid cell based on the height of the highest target object, the aircraft's flight altitude becomes correlated with the height of the highest target object within the target grid cell. On one hand, this facilitates the application of adaptive flight altitude restrictions based on varying heights of the highest target object, improving the adaptability of the flight restriction rules to the target grid cell. On the other hand, airspace gridding, with flight restriction rules determined based on the height of the highest target object, eliminates the need for tedious and repetitive calculations of flight restriction rules at different flight locations, reducing computational load and facilitating unified management. When flying within the target grid cell, the aircraft adheres to the flight restriction rules determined by this method, adaptively limiting its own flight altitude, which helps improve flight safety and flight freedom.

[0056] In step S11, the waypoint position of the aircraft 110 can be determined by the sensor system 162 on the aircraft 110. This waypoint position can be the real-time waypoint position of the aircraft 110, which can be acquired in real-time by the sensor system 162. Alternatively, in some cases, the waypoint position can also be a historical waypoint position of the aircraft 110. For example, if the sensor system 162 fails to locate or malfunctions, the real-time waypoint position of the aircraft 110 may not be obtainable. In this case, the most recently acquired historical waypoint position by the sensor system 162 can be determined as the waypoint position of the aircraft 110.

[0057] Alternatively, the waypoint position of aircraft 110 can be determined by other devices. These other devices can be other aircraft communicating with aircraft 110, remote control devices, cloud platforms, or airport equipment, etc. These other devices can locate aircraft 110 and, through a communication connection with aircraft 110, send the located waypoint position of aircraft 110 to aircraft 110.

[0058] Alternatively, the waypoint position of aircraft 110 can be determined based on the planned trajectory of aircraft 110. This waypoint position can be the planned waypoint position of aircraft 110, that is, the position that aircraft 110 will reach when flying along the planned trajectory. By obtaining the planned waypoint position of aircraft 110, the flight restriction rules of the target grid cell to which aircraft 110 belongs at the planned waypoint position can be determined in advance before aircraft 110 reaches the planned waypoint position.

[0059] In step S12, the spatial domain can be pre-divided into grids to obtain multiple target grid cells. These target grid cells can include two-dimensional, three-dimensional, or four-dimensional grids. Two-dimensional grids can include, but are not limited to, polygonal grids (such as square grids, hexagonal grids, etc.), circular grids, elliptical grids, etc. Two-dimensional grids can possess longitude and latitude information. Three-dimensional grids can include, but are not limited to, polyhedral grids (such as cubic grids) or spherical grids, etc. Three-dimensional grids can possess longitude, latitude, and altitude information. Four-dimensional grids can possess longitude, latitude, altitude, and time dimension information.

[0060] In some embodiments, the airspace can be formed by continuously stitching together multiple target grid cells. That is, the airspace can be divided into grids to obtain multiple consecutive target grid cells. Figure 4 shows a schematic diagram of target grid cells in some embodiments, where each square represents a target grid cell, and the area of ​​the square represents the spatial volume occupied by the target grid cell. Multiple target grid cells can be continuously stitched together to obtain the entire airspace. As shown in Figure 4, the spatial volume occupied by each target grid cell is the same. It should be understood that this is only an illustrative example, and in other examples, the spatial volume occupied by each target grid cell may be different.

[0061] In some embodiments, a preset partitioning density can be used to divide the spatial domain into multiple target grid cells. The preset partitioning density of the target grid cells characterizes the number of target grid cells per unit space. A higher preset partitioning density corresponds to a greater number of target grid cells per unit space; conversely, a lower preset partitioning density corresponds to a smaller number of target grid cells per unit space.

[0062] The aforementioned partitioning density can be fixed. For example, the airspace can be divided into multiple target grid cells of the same size and shape. Alternatively, the aforementioned partitioning density can be non-fixed. For example, the partitioning density can be related to the regional attributes of the airspace. These attributes may include, but are not limited to, the airspace's security level, terrain features, the density of target objects in the airspace, traffic flow in the airspace, and the location of the airspace.

[0063] airspace security level

[0064] Multiple safety levels can be pre-defined for airspace. These safety levels may be related to factors such as the flight requirements of aircraft within the airspace, the degree of air traffic control, the aircraft's operational authority, and air traffic flow. For example, airspace near airports and military areas, as well as airspace with high traffic volume, typically has higher safety levels, while airspace with low traffic volume has relatively lower safety levels. In some embodiments, the higher the airspace safety level, the higher the pre-defined partitioning density, meaning more target grid cells are created. Conversely, the lower the airspace safety level, the lower the pre-defined partitioning density, meaning fewer target grid cells are created. This allows for more refined flight restriction rules for aircraft 110 in airspaces with higher safety levels when restricting flight altitude at the grid cell level, ensuring that aircraft 110's flight better meets the airspace safety requirements. Simultaneously, relatively coarse flight restriction rules can be applied to aircraft 110 in airspaces with lower safety levels, reducing computational load and processing complexity.

[0065] Topographic features of the airspace

[0066] The terrain features of airspace include mountains, canyons, rivers, cities, buildings, and other natural or man-made obstacles. These features can influence the selection of flight paths and altitudes. For example, when the airspace terrain is steep, it may be necessary to frequently adjust the flight altitude and / or flight path of aircraft 110 to prevent collisions with obstacles. Conversely, when the airspace terrain is flat, the need to adjust the flight altitude and flight path of aircraft 110 may be relatively low. Therefore, in some embodiments, the flatter the airspace terrain, the lower the preset partitioning density, i.e., the fewer target mesh cells are generated. Conversely, the steeper the airspace terrain, the higher the preset partitioning density, i.e., the more target mesh cells are generated. This allows for more refined flight restriction rules for aircraft 110 in steep airspace, while allowing for relatively coarse flight restriction rules for aircraft 110 in flat airspace, reducing computational load and processing complexity.

[0067] Density of target objects in the airspace

[0068] The density of target objects in the airspace is used to represent the number of target objects per unit space. The higher the density of target objects in the airspace, the higher the required flight control precision for the aircraft 110. Therefore, in some embodiments, the lower the density of target objects in the airspace, the lower the preset partition density. Correspondingly, the higher the density of target objects in the airspace, the higher the preset partition density. This allows for more precise flight restriction rules to be applied to the aircraft 110 in airspaces with higher target object density; at the same time, it allows for relatively coarse flight restriction rules to be applied to the aircraft 110 in airspaces with lower target object density, thereby reducing computational load and processing complexity.

[0069] Airspace traffic flow

[0070] Airspace traffic flow represents the number of aircraft or the frequency of flight activities within that airspace over a given period of time. The higher the airspace traffic flow, the greater the likelihood of collision between aircraft 110 and other aircraft in the airspace, and the higher the required control precision for aircraft 110. Therefore, in some embodiments, the higher the airspace traffic flow density, the higher the preset division density. Conversely, the lower the airspace traffic flow density, the lower the preset division density. This allows for more precise flight restriction rules to be applied to aircraft 110 in airspaces with high traffic flow, while simultaneously enabling relatively coarse flight restriction rules to be applied to aircraft 110 in airspaces with low traffic flow, thereby reducing computational load and processing complexity.

[0071] Location of airspace

[0072] The location of airspace can include, but is not limited to, cities, rural areas, and suburbs. Airspace in different locations has different characteristics (such as security level, terrain features, density of target objects, traffic flow, etc.). Therefore, a preset division density can be determined based on the location of the airspace. In some embodiments, the preset division density of airspace located in cities is greater than that of airspace located in suburbs. Cities have dense populations and generally higher security levels. Cities also have areas with both high-rise buildings and areas with lower buildings such as parks, resulting in relatively complex terrain features. In addition, cities have a high density of buildings and high traffic flow. Therefore, using a larger preset division density for airspace located in cities and a smaller preset division density for airspace located in suburbs allows for more refined flight restriction rules to be applied to aircraft 110 in urban airspace to improve flight safety. At the same time, relatively coarse flight restriction rules can be applied to aircraft 110 in suburban airspace to reduce computational load and processing complexity.

[0073] In addition to the conditions listed above, the preset density of airspace division can also be determined based on other conditions, which will not be listed here.

[0074] In step S13, the geographic location information of the target grid cell can be obtained. The geographic location information can reflect the geographic location of the target gateway cell, including but not limited to the latitude and longitude information, IP address, WIFI signal, relative distance between the target grid cell and the designated facility (such as base station, airport, etc.), and the number of the target grid cell (which is pre-bound to the geographic location of the target grid cell).

[0075] In step S14, the height information of the tallest target object within the target grid cell can be obtained. The target object can be an appendage on the reference surface within the target grid cell. For example, when the reference surface is the ground surface, the target object is a surface appendage. Further, the target object can be an object with preset semantic information. For example, the preset semantic information includes, but is not limited to, ground appendages such as buildings, trees, towers, and mountains. Alternatively, the preset semantic information can also include information about obstacles or work objects. The tallest target object within the target grid cell refers to the tallest target object within that target grid cell. As shown in Figure 5, assuming the airspace is divided into three target grid cells, denoted as grid G1, grid G2, and grid G3, each black rectangle represents a target object, and the height of the black rectangle represents the height of that target object. It can be seen that grid G1 and grid G3 each include one target object, namely target object A and target object D, respectively. Therefore, target object A is the tallest target object within grid G1, and target object D is the tallest target object within grid G3. Mesh G2 contains two target objects, namely target object B and target object C. The height of target object B is greater than the height of target object C. Therefore, target object B is the tallest target object in mesh G2.

[0076] In some embodiments, a target grid cell can be determined first, and then the tallest target object within the target grid cell can be determined, and the height of the tallest target object within the target grid cell can be obtained.

[0077] Since target grid cells are obtained by dividing different parts of the airspace, each target grid cell has different geographical location information. Therefore, target grid cells can be determined based on their geographical location. The highest target object within a target grid cell can be determined from the elevation map covering that target grid cell. Alternatively, the highest target object within a target grid cell can be determined based on real-time detection information from the aircraft (such as real-time detection information from lidar or visual sensors).

[0078] In some embodiments, target mesh cells are first determined, and then the highest target object is determined from the target mesh cells. In other embodiments, the highest target object within a certain range may be determined first, and then the target mesh cells may be determined based on the highest target object.

[0079] For example, the tallest target object within a preset range can be determined first, and then the range can be expanded outward from the location of the tallest target object to form a target mesh unit that includes the tallest target object. For instance, the range can be expanded outward from the location of the tallest target object in both a first horizontal direction and a second horizontal direction perpendicular to the first horizontal direction to form a rectangular region including the tallest target object, and this rectangular region can be defined as the target mesh unit. Alternatively, the range can be expanded outward from the location of the tallest target object in the preset range in the first horizontal direction, the second horizontal direction perpendicular to the first horizontal direction, and a vertical direction to form a cubic region including the tallest target object, and this cubic region can be defined as the target mesh unit. The spatial volume corresponding to the preset range can be larger than the spatial volume corresponding to the target mesh unit.

[0080] After determining the altitude information of the highest target object, flight restriction rules for the aircraft 110 within the target grid cell can be determined based on this information. These rules restrict the flight altitude of the aircraft 110 within the target grid cell. For example, these rules can restrict the maximum and / or minimum approved altitude of the aircraft 110 within the target grid cell. They can also restrict other altitude parameters of the aircraft 110 within the target grid cell, which are not limited here.

[0081] It should be noted that,

[0082] The maximum approved altitude of the aircraft within the target grid cell is determined based on the altitude information of the highest target object within that grid cell. This ensures that the aircraft can at least fly over other target objects within the target grid cell, and also ensures that the aircraft can at least reach or fly over the highest target object within the target grid cell. On the one hand, this provides more flight freedom while ensuring safety; on the other hand, airspace gridding ensures that the same grid cell has a unified maximum approved altitude, avoiding the tedious and repeated calculation of the maximum approved altitude when flying at different locations, reducing the amount of computation, and facilitating unified management of the same grid cell.

[0083] As shown in Figure 5, the flight restriction rules of aircraft 110 in grid G1 can be determined based on the altitude information of target object A, the flight restriction rules of aircraft 110 in grid G2 can be determined based on the altitude information of target object B, and the flight restriction rules of aircraft 110 in grid G1 can be determined based on the altitude information of target object D.

[0084] In some embodiments, at least a portion of the area within the same target grid cell has uniform flight restriction rules. In other cases, all areas within the same target grid cell have uniform flight restriction rules.

[0085] In some embodiments, flight restriction rules may include a maximum approved altitude for the aircraft 110. The maximum approved altitude represents the maximum altitude permitted for the aircraft 110 when flying within the target grid cell, and this maximum approved altitude is not less than the altitude of the highest target object. By using the altitude not less than the highest target object as the maximum approved altitude and incorporating it as one of the flight restriction rules, the likelihood of the aircraft 110 colliding with the target object during flight can be reduced, improving flight safety. In other embodiments, flight rules may also include a minimum approved altitude for the aircraft 110. The minimum approved altitude represents the minimum altitude permitted for the aircraft 110 when flying within the target grid cell. By incorporating the minimum approved altitude as one of the flight restriction rules, the impact on people and other objects on the ground or at low altitudes caused by the aircraft 110 flying too low can be reduced.

[0086] In some embodiments, the flight restriction rules may also include flight altitude restrictions for the aircraft 110 around designated obstacles. These designated obstacles and their corresponding flight altitude restrictions can be pre-marked on a map so that when the aircraft 110 moves near these designated obstacles, its flight altitude will not exceed the marked flight altitude restrictions.

[0087] Depending on the actual situation, flight rules may also include other conditions for limiting the flight altitude of aircraft 110, which will not be listed here.

[0088] In some embodiments, the maximum approved altitude of the aircraft 110 within the target grid cell can be determined based on the altitude information of the highest target object within the target grid cell and a preset altitude margin. For example, the sum of the altitude of the highest target object and the preset altitude margin can be determined as the maximum approved altitude.

[0089] As shown in Figure 6A, the maximum approved altitude of aircraft 110 within each target grid cell can be determined. Specifically, the maximum approved altitude of aircraft 110 within grid G1 is the sum of the altitude information of the highest target object (i.e., target object A) within grid G1 and the preset altitude margin. Similarly, the maximum approved altitude of aircraft 110 within grid G2 is the sum of the altitude information of target object B and the preset altitude margin, and the maximum approved altitude of aircraft 110 within grid G3 is the sum of the altitude information of target object D and the preset altitude margin. Figure 6B shows the flight trajectory curve of aircraft 110 in a practical application scenario. The upper dashed line represents the flight trajectory curve of a heavy-load aircraft (such as a helicopter), and the upper horizontal straight line (e.g., 600 meters above the ground) represents the maximum approved altitude of a heavy-load aircraft. The lower dotted dashed line represents the flight trajectory curve of a small-load aircraft (such as a UAV), and the upper horizontal straight line (e.g., 300 meters above the ground) represents the maximum approved altitude of a heavy-load aircraft. Therefore, it is evident that both heavy-load and light-load aircraft comply with the maximum approved altitude requirements within the target grid cell. This means that for different types of aircraft, even within the same target grid cell, the corresponding preset altitude margins may differ, and consequently, the corresponding maximum approved altitudes will also differ.

[0090] Assuming a preset altitude margin of 120 meters, the maximum approved altitude is 150 meters when the highest target height is 30 meters; 300 meters when the highest target height is 180 meters; and 130 meters when the highest target height is 10 meters. The flight altitude of each trajectory point in the flight path of aircraft 110 does not exceed the maximum approved altitude of the target grid cell to which that trajectory point belongs, thus complying with flight control requirements. The preset altitude margin here is merely illustrative. In other examples, other values ​​can be used for the preset altitude margin. For instance, assuming a preset altitude margin of 180 meters, the maximum approved altitudes are 190 meters, 210 meters, and 360 meters when the highest target height is 10 meters, 30 meters, and 180 meters, respectively. The altitudes in the figure are above ground level (AGL). It can be understood that the above altitudes can also be barometric altitude, sea level, altitude, or other altitudes.

[0091] The preset altitude margin can be a fixed value, for example, it can be preset by airspace control or by the user of aircraft 110. Alternatively, the preset altitude margin can be a variable value that changes dynamically according to actual conditions. In practical applications, the preset altitude margin can be selected from at least one of 0 meters, 30 meters, 50 meters, 120 meters, 180 meters, 300 meters, or 600 meters, but this application is not limited to these.

[0092] Referring to Figure 4, the number within each square in Figure 4 represents the preset altitude margin of the aircraft 110 within the corresponding target grid cell. The preset altitude margin is selected from any one of 0 meters, 120 meters, 300 meters, or 600 meters. It can be seen that within the same target grid cell, the preset altitude margin of the aircraft 110 is the same. Between different target grid cells, the preset altitude margin of the aircraft 110 can be the same or different. In particular, the preset altitude margin of the aircraft 110 in some target grid cells can also be 0 meters. For example, the higher the target grid cell in terms of safety sensitivity, the smaller its corresponding preset altitude margin.

[0093] Optionally, the preset altitude margin can vary based on the distance between the target grid cell and the flight restriction area. That is, the preset altitude margin corresponding to a target grid cell closer to the flight restriction area can be different from the preset altitude margin corresponding to a target grid cell farther from the flight restriction area. As a specific implementation, the preset altitude margin corresponding to a target grid cell closer to the flight restriction area is smaller than the preset altitude margin corresponding to a target grid cell farther from the flight restriction area. For example, referring to Figure 4, the target grid cell with a preset altitude margin of 0 is the flight restriction area. The preset altitude margin for the target grid cell closer to it is 120 meters, while the preset altitude margin for the target grid cell further away is 300 meters or 600 meters. This setting can minimize the degrees of freedom of flight near the flight restriction area and improve the safety of the flight restriction area. As another specific implementation, the distance range between the target grid cell and the flight restriction area can be pre-divided, and the preset altitude margin corresponding to the target grid cell in different distance ranges from the flight restriction area can be different.

[0094] Optionally, the preset height margin can be related to the attribute information of the target grid cell. This attribute information may include, but is not limited to, the traffic flow density and / or safety level of the target grid cell. For example, the higher the traffic flow density of the target grid cell, the smaller its corresponding preset height margin. Similarly, the higher the safety level of the target grid cell, the smaller its corresponding preset height margin.

[0095] Optionally, the preset altitude margin can be related to the attribute information of the aircraft 110. The attribute information of the aircraft 110 may include, but is not limited to, the payload and / or type of the aircraft 110 (e.g., manned or unmanned aircraft). For example, within the same target grid cell, the greater the payload of the aircraft 110, the greater its corresponding preset altitude margin. As another example, within the same target grid cell, a manned aircraft has a larger preset altitude margin than an unmanned aircraft.

[0096] Optionally, the preset altitude margin can be related to the flight skill level of the operator of the aircraft 110. The higher the flight skill level of the operator of the aircraft 110, the greater the corresponding preset altitude margin.

[0097] In some embodiments, within the same target grid cell, the maximum approved altitude of the aircraft 110 when taking off from different locations remains constant relative to the same reference plane. For example, in the example shown in Figure 6A, the maximum approved altitude of the aircraft 110 in grid G2 is the same relative to the reference plane, regardless of whether it takes off from target object B, target object C, or from a location other than target object B and target object C.

[0098] The reference datum includes the Earth's surface or sea level. The same reference datum is used within the same target grid cell to ensure data consistency and operability. Different target grid cells may use the same or different reference datums. For example, the reference datum used in grid G1 may be the Earth's surface, while the reference datum used in grids G2 and G3 may be sea level.

[0099] In some embodiments, the preset altitude margin can be the same or partially the same within the same target grid cell. In examples where the preset altitude margin is partially the same within the same target grid cell, the preset altitude margin can gradually change in a portion of the target grid cell near adjacent target grid cells, so that the maximum approved altitude of the aircraft 110 can transition smoothly when traversing different target grid cells. The preset altitude margin at the center of the target grid cell can be the same, so that the aircraft 110 maintains the same maximum approved altitude within the target grid cell. As shown in Figure 7, in grid G2, the portions near grid G1 and near grid G3 use gradually changing preset altitude margins, while the central region of grid G2 uses the same preset altitude margin.

[0100] In some embodiments, the preset altitude margins corresponding to different target grid cells can be the same or different. For example, airspace control authorities or users of aircraft 110 can set the preset altitude margins corresponding to two different target grid cells to the same or different values. As another example, the traffic flow, terrain features, safety levels, and other factors in the airspaces where two different target grid cells are located may be the same or similar, thus the preset altitude margins of these two target grid cells can be determined to be the same value. Alternatively, at least one of the factors such as traffic flow, terrain features, and safety levels in the airspaces where two different target grid cells are located may be different, thus the preset altitude margins of these two target grid cells can be determined to be different values.

[0101] Different target grid cells may have different maximum approved altitudes. When an aircraft travels between these different regions, the maximum approved altitude may suddenly change at the boundary, which is detrimental to a smooth transition and flight safety. To address this, the embodiments of this application further propose the following solutions.

[0102] In some embodiments, the target grid cell includes a plurality of adjacent grid cells. Taking a target grid cell consisting of two adjacent grid cells as an example, for ease of description, the two adjacent grid cells are referred to as target grid cell I and target grid cell II, respectively. The maximum approved altitude I of the aircraft 110 within target grid cell I and the maximum approved altitude II of the aircraft 110 within target grid cell II can be determined. The maximum approved altitude I can be determined based on the altitude information of the highest target object in target grid cell I, and the maximum approved altitude II can be determined based on the altitude information of the highest target object in target grid cell II. If the difference between the maximum approved altitude I and the maximum approved altitude II exceeds a preset difference, the maximum approved altitude in the transition region can be smoothed. The transition region includes a portion of target grid cell I near target grid cell II and / or a portion of target grid cell II near target grid cell I. The smoothing process can be implemented using an interpolation algorithm, such as linear interpolation or spline interpolation. In this way, abrupt changes in the maximum approved altitude of adjacent target grid cells can be prevented, thereby improving the flight stability and safety of the aircraft 110 and avoiding abrupt changes in flight altitude.

[0103] As shown in Figure 8, the target grid cell to the left of the dashed line is target grid cell I, and the target grid cell to the right of the dashed line is target grid cell II. Target grid cell I and target grid cell II are adjacent. Assume that the maximum approved altitude I of the aircraft 110 in target grid cell I is 300 meters, and the maximum approved altitude II in target grid cell II is 120 meters, with a preset difference of 30 meters. Since the difference between the maximum approved altitude I and the maximum approved altitude II exceeds 30 meters, the maximum approved altitude in the transition area can be smoothed. The transition area includes the portion of target grid cell I near target grid cell II (as shown by the gray area in target grid cell I), and / or the portion of target grid cell II near target grid cell I (as shown by the gray area in target grid cell II). After smoothing, the maximum approved altitude of aircraft 110 in the target grid cell I, excluding the transition area, is still 300 meters, and the maximum approved altitude of aircraft 110 in the target grid cell II, excluding the transition area, is still 120 meters. However, the maximum approved altitude of aircraft 110 in the transition area is no longer a fixed value, but changes smoothly.

[0104] In some embodiments, when the maximum approved altitude I is greater than the maximum approved altitude II, the aircraft 110 can be controlled to fly at an altitude greater than the maximum approved altitude II in a portion of the target grid cell II near the target grid cell I. Continuing the previous example, since the maximum approved altitude I is 300 meters and the maximum approved altitude II is 120 meters, meaning the maximum approved altitude I is greater than the maximum approved altitude II, the aircraft 110 can fly at an altitude greater than 120 meters in a portion of the target grid cell II near the target grid cell I (as shown by the gray area in the target grid cell II). For example, when the aircraft 110 flies from the center region of the target grid cell II towards the target grid cell I, when the aircraft 110 is within the gray area of ​​the target grid cell II, the closer the aircraft 110 is to the target grid cell I, the greater its flight altitude can be.

[0105] Similarly, when the maximum approved altitude I is less than the maximum approved altitude II, the aircraft 110 can be controlled to fly at an altitude greater than the maximum approved altitude I in a portion of the target grid cell I near the target grid cell II.

[0106] In some embodiments, the maximum approval height within the transition region varies continuously. Specifically, the maximum approval height within the transition region may continuously increase or continuously decrease within the range of maximum approval height I and maximum approval height II.

[0107] The maximum approved height within the transition area can vary as a continuous curve (i.e., non-linear) or as a continuous straight line (i.e., linear), and the slope of the line is not 0.

[0108] In step S15, the flight altitude of the aircraft 110 within the target grid cell can be controlled based on flight restriction rules so that the flight altitude of the aircraft 110 complies with the flight restriction rules.

[0109] For example, when the flight restriction rules include the maximum approved altitude of aircraft 110, the flight altitude of aircraft 110 within the target grid cell can be controlled so that the flight altitude of aircraft 110 in at least a portion of the target grid cell is not greater than the aforementioned maximum approved altitude. As another example, when the flight restriction rules include the minimum approved altitude of aircraft 110, the flight altitude of aircraft 110 within the target grid cell can be controlled so that the flight altitude of aircraft 110 in at least a portion of the target grid cell is not less than the aforementioned minimum approved altitude.

[0110] In examples with transition regions, aircraft 110 can be controlled to fly within the transition region so that its flight altitude does not exceed the smoothed maximum approved altitude corresponding to the transition region. Assuming the curve of the smoothed maximum approved altitude of the transition region changing with the coordinates of the transition region is shown in Figure 9, then when aircraft 110 is at position (x, y), its flight altitude does not exceed h. It should be noted that since the maximum approved altitude within the transition region is determined jointly based on the maximum approved altitudes of two adjacent target grid cells, the maximum approved altitude within the transition region of a certain target grid cell may be greater than the maximum approved altitude of that target grid cell. For example, in the example shown in Figure 8, the maximum approved altitude of the transition region of target grid cell II can be obtained by smoothing the maximum approved altitude of target grid cell I (300 meters) and the maximum approved altitude of target grid cell II (120 meters). Therefore, the maximum approved altitude of the transition region of target grid cell II may smoothly vary between 120 meters and 300 meters, i.e., it may exceed 120 meters.

[0111] In some embodiments, the aircraft 110 can be controlled to fly from a first waypoint to a second waypoint. The first waypoint and the second waypoint can be waypoints within the same target grid cell or waypoints within different target grid cells.

[0112] If the first waypoint and the second waypoint are located within the same target grid cell, the aircraft 110 can be controlled to fly from the first waypoint to the second waypoint along a first flight path. This first flight path is approximately the shortest straight-line path between the first and second waypoints. As shown in Figure 10A, P1 represents the first waypoint and P2 represents the second waypoint. When controlling the aircraft 110 to fly from P1 to P2, the first flight path can be approximately the shortest straight-line path between P1 and P2. It should be noted that the aforementioned shortest straight-line path between P1 and P2 can be understood as the ideal flight path of the aircraft 110. However, in practical applications, due to positioning and control deviations, environmental factors, and other reasons, the actual flight path of the aircraft 110 may deviate from the ideal flight path. That is, the aircraft 110 does not strictly follow the ideal flight path.

[0113] If the first waypoint and the second waypoint are located within different target grid cells, the aircraft 110 can be controlled to fly from the first waypoint to the second waypoint along a second flight path. This second flight path is approximately a broken line path starting from the first waypoint, passing through at least one node of a target grid cell sequentially until reaching the second waypoint. The nodes of the target grid cells are located on their boundaries. As shown in Figure 10B, P1 represents the first waypoint, and P2 represents the second waypoint. When controlling the aircraft 110 to fly from P1 to P2, the second flight path of the aircraft 110 is approximately the following broken line path: P1Q1→Q1Q2→Q2Q3→Q3Q4→Q4P2. Here, Q1, Q2, Q3, and Q4 are all nodes of the target grid cells, located on the boundaries of their respective target grid cells. For example, the nodes of the target grid cells can be located at the vertices of the target grid cell boundaries. This method can effectively manage multiple aircraft 110. When there are multiple aircraft 110 in the airspace, it is only necessary to control the multiple aircraft 110 to pass through the same node at different times to avoid collisions between multiple aircraft 110.

[0114] The steps in the above embodiments can be executed by the aircraft 110. Specifically, they can be executed by the control device 161 on the aircraft 110, or by an external device 200 that communicates with the aircraft 110. The external device 200 includes a server or a remote control terminal, or can be executed jointly by any of the above-mentioned execution entities.

[0115] In some embodiments, referring to FIG11, this application provides a processing method, which may include the following steps:

[0116] Step S21: Obtain the geographic location information of the target grid cell, which is formed by dividing the airspace into grids;

[0117] Step S22: Obtain the height information of the tallest target object within the target mesh cell; and

[0118] Step S23: Based on the altitude information of the highest target object, determine the maximum approved altitude of the aircraft 110 within the target grid cell. The maximum approved altitude is used to represent the maximum altitude that the aircraft 110 is approved to use when flying within the target grid cell, and the maximum approved altitude is not less than the altitude of the highest target object.

[0119] Among them, the same target grid cell has a uniform maximum approved height.

[0120] The steps in the above embodiments can be executed by the aircraft 110. Specifically, they can be executed by the onboard control device 161 of the aircraft 110, or by an external device 200 communicating with the aircraft 110. The external device 200 includes a server or a remote control terminal, or can be executed jointly by any of the aforementioned execution entities. For example, this embodiment can be executed on the side of the external device 200 shown in FIG1. ​​The external device 200 can determine the maximum approved altitude of the aircraft 110 within the target grid cell and send the maximum approved altitude to the aircraft 110 corresponding to the control method shown in FIG12, so that the flight altitude of the aircraft 110 within the target grid cell does not exceed the maximum approved altitude.

[0121] The maximum approved altitude obtained through the above steps can be used as one of the flight restriction rules to impose restrictions on the flight altitude of aircraft 110 or other aircraft when flying within the target grid cell.

[0122] The specific implementation method of this embodiment can be referred to the aforementioned overall process embodiment, and will not be repeated here.

[0123] In some embodiments, referring to FIG12, this application also provides a control method for an aircraft 110, which may include the following steps:

[0124] Step S31: Obtain the waypoint position of aircraft 110;

[0125] Step S32: Determine the target grid cell to which the waypoint location belongs. The target grid cell is formed by dividing the airspace into grids.

[0126] Step S33: Obtain the maximum approved altitude of the target grid cell, wherein the maximum approved altitude is determined based on the altitude information of the highest target object in the target grid cell, and the maximum approved altitude represents the maximum flight altitude of the aircraft 110 when flying within the target grid cell, and the maximum approved altitude is not less than the altitude of the highest target object; and

[0127] Step S34: Based on the maximum approved altitude, control the flight altitude of the aircraft 110 within the target grid cell so that the flight altitude of the aircraft 110 does not exceed the maximum approved altitude;

[0128] Among them, the same target grid cell has a uniform maximum approved height.

[0129] The steps in the above embodiments can be executed by the aircraft 110. Specifically, they can be executed by the onboard control device 161 of the aircraft 110, or by an external device 200 communicating with the aircraft 110. The external device 200 includes a server or a remote control terminal, or can be executed jointly by any of the aforementioned execution entities. For example, this embodiment can be executed on the aircraft 110 side shown in FIG1. ​​The aircraft 110 side receives the maximum approved altitude determined by the processing method shown in FIG11 from the external device 200, and controls the flight of the aircraft 110 within the target grid cell based on the maximum approved altitude.

[0130] The specific implementation method of this embodiment can be referred to the aforementioned overall process embodiment, and will not be repeated here.

[0131] In some embodiments, referring to FIG13, this application also provides a processing method, including:

[0132] Step S41: Obtain the geographical location information of target grid cell I and target grid cell II. Target grid cell I and target grid cell II are formed by dividing the airspace into grids, and target grid cell I and target grid cell II are spatially adjacent.

[0133] Step S42: Obtain the maximum approved height I corresponding to target mesh cell I and the maximum approved height II corresponding to target mesh cell II; and

[0134] Step S43: In response to the difference between the maximum approval height I and the maximum approval height II being greater than a preset difference, the maximum approval height in the transition area is determined based on the maximum approval height I and the maximum approval height II so that it varies continuously within the range of the maximum approval height I and the maximum approval height II. The transition area includes a portion of the target mesh cell I that is close to the target mesh cell II and / or a portion of the target mesh cell II that is close to the target mesh cell I.

[0135] The steps in the above embodiments can be executed by the aircraft 110. Specifically, they can be executed by the onboard control device 161 of the aircraft 110, or by an external device 200 communicating with the aircraft 110. The external device 200 includes a server or a remote control terminal, or can be executed jointly by any of the aforementioned execution entities. For example, this embodiment can be executed on the side of the external device 200 shown in FIG1. ​​The external device 200 can determine the maximum approved altitude of the aircraft 110 within the target grid cell and send the maximum approved altitude to the aircraft 110 corresponding to the control method shown in FIG14 or 15, so that the flight altitude of the aircraft 110 within the target grid cell does not exceed the maximum approved altitude of the transition region.

[0136] The maximum approved altitude I, maximum approved altitude II, and maximum approved altitude within the transition area obtained through the above steps can be used as one of the flight restriction rules to impose restrictions on the flight altitude of aircraft 110 or other aircraft when flying in target grid cell I, target grid cell II, and the transition area.

[0137] The specific implementation method of this embodiment can be referred to the aforementioned overall process embodiment, and will not be repeated here.

[0138] In some embodiments, referring to FIG14, this application also provides a control method for an aircraft 110, including:

[0139] Step S51: Obtain the waypoint position of aircraft 110;

[0140] Step S52: Determine the transition area to which the waypoint location belongs, wherein the transition area includes a part of the target grid cell I that is close to the target grid cell II and / or a part of the target grid cell II that is close to the target grid cell I. The target grid cell I and the target grid cell II are formed by dividing the airspace into grids, and the target grid cell I and the target grid cell II are spatially adjacent.

[0141] Step S53: Obtain the maximum approved height of the transition region, wherein the maximum approved height of the transition region is determined based on the maximum approved height I and the maximum approved height II when the difference between the maximum approved height I corresponding to target mesh cell I and the maximum approved height II corresponding to target mesh cell II is greater than a preset difference, and the maximum approved height of the transition region changes continuously within the range of the maximum approved height I and the maximum approved height II; and

[0142] Step S54: Based on the maximum approved altitude of the transition area, control the flight altitude of the aircraft 110 within the transition area so that the flight altitude of the aircraft 110 does not exceed the maximum approved altitude of the transition area.

[0143] The steps in the above embodiments can be executed by the aircraft 110. Specifically, they can be executed by the onboard control device 161 of the aircraft 110, or by an external device 200 communicating with the aircraft 110. The external device 200 includes a server or a remote control terminal, or can be executed jointly by any of the aforementioned executing entities. For example, this embodiment can be executed on the aircraft 110 side shown in FIG1. ​​The aircraft 110 side receives the maximum approved altitude determined by the processing method shown in FIG13, and controls the flight of the aircraft 110 in the transition area based on the maximum approved altitude.

[0144] The specific implementation method of this embodiment can be referred to the aforementioned overall process embodiment, and will not be repeated here.

[0145] In some embodiments, referring to FIG15, this application also provides a control method for an aircraft 110, including:

[0146] Step S61: Obtain the waypoint position of aircraft 110;

[0147] Step S62: Determine the transition area to which the waypoint location belongs, wherein the transition area includes a part of the target grid cell I that is close to the target grid cell II and / or a part of the target grid cell II that is close to the target grid cell I. The target grid cell I and the target grid cell II are formed by dividing the airspace into grids, and the target grid cell I and the target grid cell II are spatially adjacent.

[0148] Step S63: Obtain the maximum approved height of the transition area; and

[0149] Step S64: Based on the maximum approved altitude of the transition area, control the flight altitude of the aircraft within the transition area so that the flight altitude of the aircraft does not exceed the maximum approved altitude of the transition area, including any of the following situations:

[0150] Step S641: When the maximum approved altitude I of target grid cell I is greater than the maximum approved altitude II of target grid cell II, control the aircraft 110 to fly at an altitude greater than the maximum approved altitude II in a portion of target grid cell II that is close to target grid cell I; or

[0151] Step S642: When the maximum approved altitude I of target grid cell I is less than the maximum approved altitude II of target grid cell II, control the aircraft to fly at an altitude greater than the maximum approved altitude I in a part of the target grid cell I near the target grid cell II.

[0152] The steps in the above embodiments can be executed by the aircraft 110. Specifically, they can be executed by the onboard control device 161 of the aircraft 110, or by an external device 200 communicating with the aircraft 110. The external device 200 includes a server or a remote control terminal, or can be executed jointly by any of the aforementioned executing entities. For example, this embodiment can be executed on the aircraft 110 side shown in FIG1. ​​The aircraft 110 side receives the maximum approved altitude determined by the processing method shown in FIG13, and controls the flight of the aircraft 110 in the transition area based on the maximum approved altitude.

[0153] The specific implementation method of this embodiment can be referred to the aforementioned overall process embodiment, and will not be repeated here.

[0154] In some embodiments, referring to FIG16, this application also provides a processing method, including:

[0155] Step S71: Obtain the geographic location information of the target grid cell, which is formed by dividing the airspace into grids;

[0156] Step S72: Obtain the height information of the tallest target object within the target mesh cell; and

[0157] Step S73: Based on the altitude information of the highest target object, determine the flight restriction rules for the aircraft 110 within the target grid cell. The flight restriction rules are used to impose restrictions on the flight altitude of the aircraft 110 when it flies within the target grid cell.

[0158] The steps in the above embodiments can be executed by the aircraft 110. Specifically, they can be executed by the onboard control device 161 of the aircraft 110, or by an external device 200 communicating with the aircraft 110. The external device 200 includes a server or a remote control terminal, or can be executed jointly by any of the aforementioned execution entities. For example, this embodiment can be executed on the side of the external device 200 shown in FIG1. ​​The external device 200 can determine the flight restriction rules of the aircraft 110 within the target grid cell and send the flight restriction rules to the aircraft 110 corresponding to the control method shown in FIG17, so that the flight altitude of the aircraft 110 within the target grid cell complies with the flight restriction rules.

[0159] The flight restriction rules obtained through the above steps can be used to impose restrictions on the flight altitude of aircraft 110 or other aircraft when flying within the target grid cell.

[0160] The specific implementation method of this embodiment can be referred to the aforementioned overall process embodiment, and will not be repeated here.

[0161] In some embodiments, referring to FIG17, this application also provides a control method for an aircraft 110, including:

[0162] Step S81: Obtain the waypoint position of aircraft 110;

[0163] Step S82: Determine the target grid cell to which the waypoint location belongs. The target grid cell is formed by dividing the airspace into grids.

[0164] Step S83: Obtain the flight restriction rules for the target grid cell, wherein the flight restriction rules are determined based on the altitude information of the highest target object in the target grid cell, and the flight restriction rules are used to impose restrictions on the flight altitude of the aircraft when flying within the target grid cell; and

[0165] Step S84: Based on the flight restriction rules, control the flight altitude of the aircraft 110 within the target grid cell so that the flight altitude of the aircraft 110 complies with the flight restriction rules.

[0166] The steps in the above embodiments can be executed by the aircraft 110. Specifically, they can be executed by the onboard control device 161 of the aircraft 110, or by an external device 200 communicating with the aircraft 110. The external device 200 includes a server or a remote control terminal, or can be executed jointly by any of the aforementioned execution entities. For example, this embodiment can be executed on the aircraft 110 side shown in FIG1. ​​The aircraft 110 side receives the flight restriction rules determined by the processing method shown in FIG15, and controls the flight of the aircraft 110 in the transition area based on the flight restriction rules.

[0167] The specific implementation method of this embodiment can be referred to the aforementioned overall process embodiment, and will not be repeated here.

[0168] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the methods described in any of the foregoing embodiments.

[0169] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0170] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that the embodiments of this application can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions of the embodiments of this application, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0171] The systems, devices, modules, or units described in the above embodiments can be implemented by computer devices or entities, or by products with certain functions. A typical implementation device is a computer, which can take the form of a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email sending and receiving device, game console, tablet computer, wearable device, or any combination of these devices.

[0172] The various embodiments in this application are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the device embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate. When implementing the embodiments of this application, the functions of each module can be implemented in one or more software and / or hardware. Alternatively, some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0173] The above description is only a specific implementation of the embodiments of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the embodiments of this application, and these improvements and modifications should also be considered as the protection scope of the embodiments of this application.

Claims

1. A processing method, characterized in that, include: Obtain geographic location information of the target grid cell, which is formed by dividing a spatial domain into grids; Obtain the height information of the tallest target object within the target grid cell; as well as Based on the altitude information of the highest target object, the maximum approved altitude of the aircraft within the target grid cell is determined. The maximum approved altitude represents the maximum altitude that the aircraft is approved to use when flying within the target grid cell, and the maximum approved altitude is not less than the altitude of the highest target object. The same target mesh cell has a uniform maximum approved height.

2. A control method for an aircraft, characterized in that, include: Obtain the waypoint position of the aircraft; Determine the target grid cell to which the waypoint location belongs, wherein the target grid cell is formed by dividing the airspace into grids; Obtain the maximum approved altitude of the target grid cell, wherein the maximum approved altitude is determined based on the altitude information of the highest target object in the target grid cell, the maximum approved altitude represents the maximum flight altitude of the aircraft within the target grid cell, and the maximum approved altitude is not less than the altitude of the highest target object; and Based on the maximum approved altitude, the flight altitude of the aircraft within the target grid cell is controlled so that the flight altitude of the aircraft does not exceed the maximum approved altitude; The same target mesh cell has a uniform maximum approved height.

3. A processing method, characterized in that, include: Obtain the geographic location information of target grid cell I and target grid cell II, wherein target grid cell I and target grid cell II are formed by dividing a spatial domain into grids, and target grid cell I and target grid cell II are spatially adjacent; Obtain the maximum approval height I corresponding to the target mesh cell I and the maximum approval height II corresponding to the target mesh cell II; as well as In response to the difference between the maximum approval height I and the maximum approval height II being greater than a preset difference, a maximum approval height within a transition region is determined based on the maximum approval height I and the maximum approval height II so that it continuously varies within the range of the maximum approval height I and the maximum approval height II. The transition region includes a portion of the target mesh cell I that is close to the target mesh cell II and / or a portion of the target mesh cell II that is close to the target mesh cell I.

4. A control method for an aircraft, characterized in that, include: Obtain the waypoint position of the aircraft; Determine the transition area to which the waypoint location belongs, wherein the transition area includes a portion of the target grid cell I that is close to the target grid cell II and / or a portion of the target grid cell II that is close to the target grid cell I, the target grid cell I and the target grid cell II are formed by dividing the airspace into grids, and the target grid cell I and the target grid cell II are spatially adjacent; Obtain the maximum approved height of the transition region, wherein the maximum approved height of the transition region is determined based on the maximum approved height I and the maximum approved height II when the difference between the maximum approved height I corresponding to target mesh cell I and the maximum approved height II corresponding to target mesh cell II is greater than a preset difference, and the maximum approved height of the transition region continuously varies within the range of the maximum approved height I and the maximum approved height II; and Based on the maximum approved altitude of the transition zone, the flight altitude of the aircraft within the transition zone is controlled so that the flight altitude of the aircraft does not exceed the maximum approved altitude of the transition zone.

5. A control method for an aircraft, characterized in that, include: Obtain the waypoint position of the aircraft; Determine the transition area to which the waypoint location belongs, wherein the transition area includes a portion of the target grid cell I that is close to the target grid cell II and / or a portion of the target grid cell II that is close to the target grid cell I, the target grid cell I and the target grid cell II are formed by dividing the airspace into grids, and the target grid cell I and the target grid cell II are spatially adjacent; Obtain the maximum approved height of the transition region; and Based on the maximum approved altitude of the transition zone, the flight altitude of the aircraft within the transition zone is controlled so that the flight altitude of the aircraft does not exceed the maximum approved altitude of the transition zone, including any of the following situations: When the maximum approved altitude I of target grid cell I is greater than the maximum approved altitude II of target grid cell II, the aircraft is controlled to fly at an altitude greater than the maximum approved altitude II in a certain area of ​​target grid cell II near target grid cell I. or If the maximum approved altitude I of target grid cell I is less than the maximum approved altitude II of target grid cell II, the aircraft is controlled to fly at an altitude greater than the maximum approved altitude I in a portion of the target grid cell I near target grid cell II.

6. A processing method, characterized in that, include: Obtain geographic location information of the target grid cell, which is formed by dividing a spatial domain into grids; Obtain the height information of the tallest target object within the target grid cell; as well as Based on the altitude information of the highest target object, flight restriction rules for the aircraft within the target grid cell are determined. These flight restriction rules are used to impose restrictions on the flight altitude of the aircraft when it flies within the target grid cell.

7. A control method for an aircraft, characterized in that, include: Obtain the waypoint position of the aircraft; Determine the target grid cell to which the waypoint location belongs, wherein the target grid cell is formed by dividing the airspace into grids; Obtain flight restriction rules for the target grid cell, wherein the flight restriction rules are determined based on the altitude information of the highest target object in the target grid cell, and the flight restriction rules are used to impose restrictions on the flight altitude of the aircraft when flying within the target grid cell; and Based on the flight restriction rules, the flight altitude of the aircraft within the target grid cell is controlled so that the flight altitude of the aircraft complies with the flight restriction rules.

8. The method according to claim 1 or 6, characterized in that, Determining the maximum approved altitude of the aircraft within the target grid cell based on the altitude information of the highest target object includes: Obtain the preset height margin; and Based on the altitude information of the highest target object and the preset altitude margin, the maximum approved altitude of the aircraft within the target grid cell is determined.

9. The method according to claim 8, characterized in that, Determining the maximum approved altitude of the aircraft within the target grid cell based on the altitude information of the highest target object and a preset altitude margin includes: The sum of the height of the highest target object and the preset height margin is determined as the maximum approved height.

10. The method according to claim 8, characterized in that, The preset altitude margin is pre-set by the airspace control department.

11. The method according to claim 8, characterized in that, The preset altitude margin is set in advance by the user of the aircraft.

12. The method according to claim 8, characterized in that, The preset height margin is selected from at least one of 0 meters, 30 meters, 50 meters, 120 meters, 180 meters, 300 meters, or 600 meters.

13. The method according to claim 8, characterized in that, Within the same target grid cell, the preset height margin is the same.

14. The method according to claim 8, characterized in that, The preset height margin is the same for different target mesh cells.

15. The method according to claim 8, characterized in that, The preset height margin is different for different target mesh cells.

16. The method according to claim 15, characterized in that, The preset altitude margin corresponding to the target grid cell that is closer to the flight restriction area is smaller than the preset altitude margin corresponding to the target grid cell that is farther away from the flight restriction area.

17. The method according to claim 15, characterized in that, The preset height margin is related to the attribute information of the target mesh cell.

18. The method according to claim 17, characterized in that, The attribute information of the target grid cell includes the traffic flow density of the target grid cell.

19. The method according to claim 17, characterized in that, The attribute information of the target grid cell includes the security level of the target grid cell.

20. The method according to claim 19, characterized in that, The higher the security level of the target grid cell, the smaller its corresponding preset height margin.

21. The method according to claim 15, characterized in that, The preset altitude margin is related to the attribute information of the aircraft.

22. The method according to claim 21, characterized in that, The attribute information of the aircraft includes the aircraft's payload and / or type.

23. The method according to claim 22, characterized in that, Within the same target grid cell, the greater the payload of the aircraft, the greater its corresponding preset altitude margin.

24. The method according to claim 22, characterized in that, The aircraft include manned aircraft and unmanned aircraft. Within the same target grid cell, the manned aircraft has a larger preset altitude margin than the unmanned aircraft.

25. The method according to claim 15, characterized in that, The preset altitude margin is related to the flight skill level of the aircraft operator.

26. The method according to claim 25, characterized in that, The higher the flight skill level of the operator of the aircraft, the greater the corresponding preset altitude margin.

27. The method according to claim 1 or 6, characterized in that, Before obtaining the geographic location information of the target grid cell, the method further includes: Determine the highest target object within the preset range; and Starting from the location of the highest target object within the preset range, the range is expanded outward to form the target grid unit that includes the highest target object.

28. The method according to claim 27, characterized in that, The spatial volume corresponding to the preset range is greater than the spatial volume corresponding to the target mesh unit.

29. The method according to claim 1 or 6, characterized in that, The step of obtaining the height information of the tallest target object within the target grid cell includes: The highest target object is determined within the target grid cell; and Obtain the height information of the tallest target object within the target grid cell.

30. The method according to claim 29, characterized in that, Determining the highest target object within the target grid cell includes: Obtain an elevation map that covers the target grid cell; and The highest target object is determined from the elevation map.

31. The method according to claim 29, characterized in that, Determining the highest target object within the target grid cell includes: Obtain real-time detection information of the aircraft; and Based on the real-time detection information, the highest target object is determined within the target grid cell.

32. The method according to any one of claims 1 to 7, characterized in that, The airspace is divided into multiple target grid cells with a preset partitioning density. The preset partitioning density of the target grid cells is used to characterize the number of target grid cells in a unit space. The larger the preset partitioning density, the more target grid cells there are in a unit space. The smaller the preset partitioning density, the fewer target grid cells there are in a unit space.

33. The method according to claim 32, characterized in that, The preset partition density is related to the regional attributes of the spatial domain.

34. The method according to claim 33, characterized in that, The regional attributes of the airspace include the airspace's security level.

35. The method according to claim 34, characterized in that, The higher the security level of the airspace, the greater the preset division density.

36. The method according to claim 33, characterized in that, The regional attributes of the airspace include the terrain features of the airspace.

37. The method according to claim 36, characterized in that, The flatter the terrain features of the airspace, the lower the preset division density.

38. The method according to claim 33, characterized in that, The regional attributes of the airspace include the density of target objects within the airspace.

39. The method according to claim 38, characterized in that, The lower the density of target objects in the airspace, the lower the preset partition density.

40. The method according to claim 33, characterized in that, The regional attributes of the airspace include the traffic flow density of the airspace.

41. The method according to claim 40, characterized in that, The higher the traffic flow density of the airspace, the higher the preset division density.

42. The method according to claim 33, characterized in that, The regional attributes of the airspace include its location.

43. The method according to claim 42, characterized in that, The preset partition density of the airspace located in the city is greater than the preset partition density of the airspace located in the suburbs or rural areas.

44. The method according to any one of claims 1 to 7, characterized in that, The airspace is composed of multiple target grid cells continuously spliced ​​together.

45. The method according to any one of claims 1 to 7, characterized in that, Different target grid cells may occupy the same or different spatial volumes.

46. ​​The method according to any one of claims 1 to 7, characterized in that, The target grid cells within the airspace include two-dimensional grids, three-dimensional grids, or four-dimensional grids.

47. The method according to claim 46, characterized in that, The two-dimensional grid contains longitude and latitude information.

48. The method according to claim 46, characterized in that, The three-dimensional grid contains longitude, latitude, and altitude information.

49. The method according to claim 46, characterized in that, The four-dimensional grid contains longitude, latitude, altitude, and time information.

50. The method according to claim 6 or 7, characterized in that, The target grid cell includes target grid cell I and target grid cell II, wherein target grid cell I and target grid cell II are adjacent. Determining the maximum approved altitude of the aircraft within the target grid cell includes: Determine the maximum approved altitude I of the aircraft within the target grid cell I and the maximum approved altitude II of the aircraft within the target grid cell II.

51. The method according to claim 50, characterized in that, The method further includes: In response to the difference between the maximum approved height I and the maximum approved height II exceeding a preset difference, the maximum approved height in the transition region is smoothed, wherein the transition region includes a portion of the target mesh cell I near the target mesh cell II and / or a portion of the target mesh cell II near the target mesh cell I.

52. The method according to claim 51, characterized in that, The maximum approved height within the transition area varies continuously.

53. The method according to claim 52, characterized in that, The maximum approved height within the transition area changes continuously either by increasing or decreasing within the range of the maximum approved height I and the maximum approved height II.

54. The method according to claim 52, characterized in that, The maximum approved height within the transition area varies as a continuous curve.

55. The method according to claim 52, characterized in that, The maximum approved height within the transition area changes in a continuous linear manner, and the slope of the line is not 0.

56. The method according to claim 1 or 6, characterized in that, The method further includes: The aircraft is controlled to fly within the target grid cell such that its flight altitude does not exceed the maximum approved altitude.

57. The method according to claim 3, characterized in that, The method further includes: The aircraft is controlled to fly within the transition area such that its flight altitude does not exceed the smoothed maximum approved altitude corresponding to the transition area.

58. The method according to any one of claims 1 to 7, characterized in that, The method further includes: Control the aircraft to fly from the first waypoint to the second waypoint.

59. The method according to claim 58, characterized in that, In response to the first waypoint and the second waypoint being located within the same target grid cell, the aircraft is controlled to fly from the first waypoint to the second waypoint along a first flight path, wherein the first flight path is approximately the shortest straight path between the first waypoint and the second waypoint.

60. The method according to claim 58, characterized in that, In response to the first waypoint and the second waypoint being located in different target grid cells, the aircraft is controlled to fly from the first waypoint to the second waypoint via a second flight path. The second flight path is approximately a broken line path that starts from the first waypoint, passes through at least one node of the target grid cell in sequence, and arrives at the second waypoint. The nodes of the target grid cell are located on the boundary of the target grid cell.

61. The method according to claim 60, characterized in that, The nodes of the target mesh cell are located at the vertices of the boundary of the target mesh cell.

62. The method according to any one of claims 1 to 7, characterized in that, Within the same target grid cell, the maximum approved altitude corresponding to the takeoff of the aircraft at different locations remains constant relative to the same reference datum plane.

63. The method according to claim 62, characterized in that, The reference datum includes the Earth's surface or sea level.

64. The method according to claim 62, characterized in that, The reference datum used within the same target mesh cell is the same reference datum.

65. The method according to claim 62, characterized in that, Different target mesh elements use different reference reference surfaces.

66. The method according to any one of claims 1 to 7, characterized in that, At least some areas within the same target grid cell have uniform flight restriction rules.

67. The method according to claim 6 or 7, characterized in that, The flight restriction rules are used to impose restrictions on the maximum and / or minimum approved altitude of the aircraft when it flies within the target grid cell.

68. The method according to any one of claims 3 to 5, characterized in that, The maximum approved height I is determined based on the height information of the highest target object in the target grid cell I, and / or the maximum approved height II is determined based on the height information of the highest target object in the target grid cell II.

69. The method according to claim 4, characterized in that, Controlling the flight altitude of the aircraft within the transition region so that the flight altitude of the aircraft does not exceed the maximum approved altitude of the transition region includes: If the maximum approved altitude I is greater than the maximum approved altitude II, the aircraft is controlled to fly at an altitude greater than the maximum approved altitude II in a portion of the target grid cell II near the target grid cell I; or When the maximum approved altitude I is less than the maximum approved altitude II, the aircraft is allowed to fly at an altitude greater than the maximum approved altitude I in a portion of the target grid cell I near the target grid cell II.

70. The method according to claim 1, 2, 6 or 7, characterized in that, The highest target objects include surface appendages.

71. The method according to claim 1, 2, 6 or 7, characterized in that, The highest target object has preset semantic information.

72. The method according to claim 71, characterized in that, The preset semantic information includes: buildings, control towers, mountains and / or trees.

73. The method according to claim 71, characterized in that, The preset semantic information includes: obstacles or work objects.

74. A computer device, characterized in that, include: It includes a memory and a processor; the memory is used to store a computer program; the processor is used to execute the computer program and, when executing the computer program, to implement the method of any one of claims 1 to 73.

75. An aircraft, characterized in that, include: ontology; A power unit, located on the main body, is used to provide flight power for the aircraft; as well as A control device, disposed on the body, is used to implement the method of any one of claims 1 to 73.

76. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored computer program, wherein the computer program, when executed by a processor, controls the device on which the storage medium is located to perform the method of any one of claims 1 to 73.

Images