Method and apparatus for controlling aircraft, aircraft, control device, and storage medium

Abstract

A method for controlling an aircraft. The method comprises: in response to a received take-off command, acquiring a horizontal movement speed of an aircraft, the horizontal movement speed being determined on the basis of a first sensor of the aircraft (S101); and controlling the aircraft to take off from a moving carrier vehicle and to fly in the movement direction of the moving carrier vehicle according to the horizontal movement speed (S102). The method for controlling an aircraft improves the safety of an aircraft taking off from a moving carrier vehicle.

Description

Aircraft control methods, devices, aircraft, control equipment and storage media Technical Field

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

[0002] Currently, aircraft can achieve good takeoffs from stationary objects, such as the ground. However, there are still some areas for optimization and improvement when aircraft take off from moving vehicles (such as vehicles or ships). Summary of the Invention

[0003] Based on this, embodiments of this application provide a control method, apparatus, aircraft, control device, and storage medium for an aircraft, which are intended to optimize the way an aircraft takes off from a moving vehicle.

[0004] In a first aspect, embodiments of this application provide a method for controlling an aircraft, including:

[0005] In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft;

[0006] Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

[0007] The control method provided in the first aspect controls the aircraft to take off from a moving vehicle and to fly along the direction of movement of the moving vehicle at the aircraft's horizontal speed, so that the aircraft can maintain relative horizontal stillness with the moving vehicle during takeoff. This avoids accidental crashes caused by backflips or other issues that may occur when the aircraft takes off from a moving vehicle, thus improving the safety of the aircraft taking off from a moving vehicle. Furthermore, the horizontal speed of the aircraft is determined by the aircraft's own sensors. Compared to the method of receiving the horizontal speed from a moving vehicle, this method ensures that the determined horizontal speed is more accurate, timely, and efficient. Moreover, it can obtain the horizontal speed without the aid of an external moving vehicle, reducing dependence on the moving vehicle and improving the ease of aircraft control. In addition, the implementation method of this application allows the aircraft to take off not only from moving vehicles that have established a communication connection with the aircraft, but also from moving vehicles that have not established a communication connection with the aircraft, thus expanding the aircraft's takeoff scenarios and making them more diverse.

[0008] Secondly, embodiments of this application also provide a method for controlling an aircraft, including:

[0009] In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft.

[0010] In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode;

[0011] In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

[0012] The second aspect provides a control method based on the aircraft's own horizontal speed, controlling the aircraft to take off from the carrier in either a first or second takeoff mode. This allows for different takeoff modes to be executed for different takeoff scenarios, rather than using the same takeoff mode in all situations, thus improving the flexibility of the aircraft's takeoff methods and ensuring takeoff safety in different scenarios. Furthermore, the aircraft's horizontal speed is determined by its own sensors. Compared to receiving the horizontal speed from a moving carrier, this method ensures more accurate, timely, and efficient determination of the horizontal speed, and it can obtain the horizontal speed without relying on an external moving carrier, reducing dependence on moving carriers and improving the ease of aircraft control. Moreover, the implementation of this application extends the takeoff scenarios beyond those limited to moving carriers with which the aircraft has established a communication connection; it can also be extended to takeoffs from moving carriers without a communication connection, thus broadening the aircraft's takeoff scenarios and making them more diverse.

[0013] Thirdly, embodiments of this application also provide a method for controlling an aircraft, including:

[0014] In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is obtained;

[0015] Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed;

[0016] In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

[0017] The third aspect provides a control method based on the horizontal speed of the aircraft and / or the moving vehicle. This method controls the aircraft to take off from the moving vehicle, ensuring that the aircraft remains relatively stationary in the horizontal direction during takeoff. This avoids accidental crashes caused by backflips or other issues that can occur during takeoff from a moving vehicle, thus improving the safety of takeoff. Furthermore, after takeoff, the aircraft adjusts the image sensor's shooting direction, enabling the sensor to quickly and accurately capture the moving vehicle. This results in a smoother transition between takeoff and shooting, improving both shooting and control efficiency.

[0018] Fourthly, embodiments of this application also provide a control device for an aircraft, the 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 perform the following steps:

[0019] In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft;

[0020] Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

[0021] Fifthly, embodiments of this application also provide an aircraft, including: a memory and a processor, wherein the memory is used to store a computer program; and the processor is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0022] In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft;

[0023] Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

[0024] Sixthly, embodiments of this application also provide a control device, including: a memory and a processor, wherein the memory is used to store a computer program; and the processor is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0025] In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft;

[0026] Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

[0027] In a seventh aspect, embodiments of this application also provide a control device for an aircraft, the 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 perform the following steps:

[0028] In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft.

[0029] In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode;

[0030] In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

[0031] Eighthly, embodiments of this application also provide an aircraft, including: a memory and a processor, wherein the memory is used to store a computer program; and the processor is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0032] In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft.

[0033] In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode;

[0034] In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

[0035] Ninthly, embodiments of this application also provide a control device, including: a memory and a processor, wherein the memory is used to store a computer program; and the processor is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0036] In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft.

[0037] In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode;

[0038] In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

[0039] In a tenth aspect, embodiments of this application also provide a control device for an aircraft, the 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 perform the following steps:

[0040] In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is obtained;

[0041] Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed;

[0042] In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

[0043] Eleventhly, embodiments of this application also provide an aircraft, including: a memory and a processor, wherein the memory is used to store a computer program; and the processor is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0044] In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is obtained;

[0045] Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed;

[0046] In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

[0047] In a twelfth aspect, embodiments of this application also provide a control device, including: a memory and a processor, wherein the memory is used to store a computer program; and the processor is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0048] In response to a received takeoff command, obtain the horizontal speed of the aircraft and / or the moving vehicle;

[0049] Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed;

[0050] In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

[0051] In a thirteenth aspect, embodiments of this application also provide a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to implement the aircraft control method as described in the first, second, or third aspect.

[0052] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0053] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0054] Figure 1 is a schematic flowchart of the steps of a control method for an aircraft provided in an embodiment of this application;

[0055] Figure 2 is a schematic flowchart of another aircraft control method provided in an embodiment of this application;

[0056] Figure 3 is a schematic flowchart of the steps of another aircraft control method provided in an embodiment of this application;

[0057] Figure 4 is a schematic block diagram of the structure of a control device for an aircraft provided in an embodiment of this application;

[0058] Figure 5 is a schematic block diagram of the structure of an aircraft provided in an embodiment of this application;

[0059] Figure 6 is a schematic block diagram of the structure of a control device provided in an embodiment of this application. Detailed Implementation

[0060] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0061] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the order described. For example, some operations / steps can be broken down, combined, or partially merged, so the actual execution order may change depending on the actual situation.

[0062] In the embodiments of this application, the aircraft can take off from the surface of a stationary vehicle or a moving vehicle (such as a vehicle or a ship) or from the cabin of the vehicle, and then control the aircraft to film the road conditions (urban road conditions or rural road conditions) in front of the vehicle, allowing the driver to choose a smoother, safer or more scenic route. The aircraft can also be controlled to film the nearby natural scenery, making aerial photography simpler. The aircraft can also automatically move the camera according to the selected shooting style template to film the vehicle and obtain a video of the corresponding style.

[0063] In some embodiments, when the aircraft of this application is connected to a carrier vehicle, the user can control the aircraft to perform various flight functions, such as takeoff or landing, and other flight operations. For example, the user can control the aircraft to automatically move the camera according to a selected shooting style template to capture video of the carrier vehicle in the corresponding style; or the user can control the aircraft to execute one-click short videos (e.g., soaring, fading, orbiting, spiraling, overhead shots, following, hovering, etc.). The mobile carrier vehicle can include a mobile vehicle, such as a moving vehicle or a moving ship. The carrier vehicle is equipped with a display device, and the user can use virtual controls on the display device to control the aircraft's takeoff or landing, and other flight operations. Communication between the aircraft and the carrier vehicle can be established via Bluetooth, Wi-Fi, cellular communication, or other communication methods.

[0064] In some implementations, the aircraft transmits footage captured by the camera device back to the transport vehicle during flight. The transport vehicle displays this footage via a deployed display device, allowing the user to view road conditions ahead and control the aircraft to follow the transport vehicle, continuously providing road condition updates. The user can also select a shooting style template using the display device on the transport vehicle, thereby controlling the aircraft to automatically move the camera according to the selected style to capture video of the transport vehicle in that style.

[0065] In some embodiments, when the aircraft of this application is connected to a control device, the user can control the aircraft to perform various flight functions using controls on the control device. These functions include controlling takeoff and landing, and performing other flight operations. For example, the user can control the aircraft to automatically move the camera according to a selected shooting style template to capture video of the vehicle in the corresponding style. Another example is controlling the aircraft to execute one-click short videos (e.g., soaring, fading, circling, spiraling, overhead shot, following, hovering, etc.). The control device can be a remote controller with or without a screen, or it can be a mobile phone or other terminal device. Controls can include physical controls and / or virtual controls. Physical controls include one or more of buttons, joysticks, or dials. Virtual controls can be, for example, virtual controls displayed on a display device, and can include buttons or sliders. The aircraft and the control device can establish a communication connection via Bluetooth, Wi-Fi, cellular communication, or other communication methods.

[0066] The control device can be a mobile phone, tablet, computer, or other terminal device; it can also be a remote control; it can be a portable wearable device (such as a head-mounted wearable device (e.g., glasses) or a wrist-worn wearable device (e.g., a watch, bracelet); or it can be a server. When the control device is a server, the mobile platform system includes a positioning device independent of the server. The wearable device includes a head-mounted display device, which can include a virtual reality (VR) display device or a first-person view (FPV) display device.

[0067] The control device may include output devices such as a display device, for example, capable of outputting images captured by the aircraft. For instance, the control device can receive images transmitted by the aircraft and display them via the display device. The display device can be integrated into the control device (in this case, the control device and the display device are integrated together). In other alternative embodiments, the display device can be external, meaning the control device and the display device are separate, and the control device and the display device can establish a communication connection. This communication connection allows the control device to display images captured by the mobile platform using an external display device. This communication connection can be wired or wireless, such as via WiFi, Bluetooth, or high-frequency wireless signals. The display device of the control device can be a touch-screen display device with touch functionality.

[0068] The control device may include an input device that can detect user control operations. The control device can then generate control commands for the aircraft based on these detected user operations. For example, the control device can generate a climb control command based on the user's climb control operation detected by the input device, and then send the climb control command to the aircraft. This input device may be a physical control such as a touch display, joystick, button, or dial, used to receive user input.

[0069] In some embodiments, the aircraft includes a fuselage, a power system, and sensors. The fuselage may include a nose. In some embodiments, the aircraft also includes an arm connected to the fuselage, which is used to mount the power system; in some embodiments, the power system may be directly mounted on the fuselage. In some embodiments, the power system may also be detached from the fuselage. The power system provides flight propulsion for the aircraft and may include a drive unit (e.g., an electric motor) and a propeller mounted on and driven by the drive unit. The power system can drive the fuselage to rotate about one or more rotation axes. For example, these rotation axes may include a roll axis, a yaw axis, and a pitch axis. When the power system drives the fuselage to rotate about the yaw axis, the yaw direction of the fuselage nose changes, meaning the yaw rotation of the fuselage can be controlled by controlling the power system. It should be understood that the electric motor can be a DC motor or an AC motor. Additionally, the electric motor can be a brushless motor or a brushed motor.

[0070] In some embodiments, the aircraft's sensors may include a first sensor and a second sensor. The first sensor is used to determine the aircraft's horizontal speed and direction of movement, while the second sensor is used to determine the direction of movement of the moving vehicle. The first sensor may include a speed sensor and / or a positioning sensor, including satellite positioning sensors, visual positioning sensors, or communication positioning sensors. For example, communication positioning sensors may include Wi-Fi positioning sensors, cellular network positioning sensors, Bluetooth positioning sensors, or ZigBee positioning sensors. The second sensor may include a first image sensor or a point cloud sensor. The first image sensor may include a perception sensor, such as a vision sensor. The vision sensor may include a monocular vision sensor and / or a binocular vision sensor; for example, a fisheye sensor. The aircraft's sensors may also include a second image sensor, which is directly mounted on or mounted on the fuselage via an attitude adjustment device (including a gimbal or robotic arm) for capturing images, which may be pictures and / or videos.

[0071] In related technologies, when an aircraft takes off from a stationary object, such as the ground or a stationary vehicle, the safety of takeoff can be guaranteed. However, if the aircraft takes off from a moving vehicle (such as a vehicle or ship), it is easy for the aircraft to flip backward, which may lead to an accidental crash, thus compromising the safety of takeoff.

[0072] To address the aforementioned problems, this application provides a control method for an aircraft. This method controls the aircraft to take off from a moving vehicle and to fly along the direction of movement of the moving vehicle at the aircraft's horizontal speed during takeoff. This ensures that the aircraft remains relatively stationary in the horizontal direction with the moving vehicle during takeoff, thereby avoiding accidental crashes caused by backflips or other issues that may occur when the aircraft takes off from a moving vehicle, and improving the safety of aircraft takeoff from moving vehicles.

[0073] Furthermore, the horizontal speed of the aircraft is determined by the aircraft's own sensors. Compared to the method of receiving the horizontal speed from a moving vehicle, this method ensures that the determined horizontal speed is more accurate, timely, and efficient. Moreover, it can obtain the horizontal speed without the aid of an external moving vehicle, reducing dependence on the moving vehicle and improving the ease of aircraft control. In addition, the implementation method of this application allows the aircraft to take off not only from moving vehicles that have established a communication connection with the aircraft, but also from moving vehicles that have not established a communication connection with the aircraft, thus expanding the aircraft's takeoff scenarios and making them more diverse.

[0074] This application also provides a control method for an aircraft. Based on the horizontal speed of the aircraft and / or the moving vehicle, the method controls the aircraft to take off from the moving vehicle. This ensures that the aircraft remains relatively stationary in the horizontal direction with the moving vehicle during takeoff, thus avoiding accidental crashes caused by backflips or other issues that may occur during takeoff from a moving vehicle, thereby improving the safety of takeoff. Furthermore, after takeoff, the method adjusts the image sensor's shooting direction, enabling the image sensor to quickly and accurately capture the moving vehicle. This results in a smoother transition between takeoff and shooting, improving both the aircraft's shooting and control efficiency.

[0075] Furthermore, in related technologies, aircraft typically take off from stationary vehicles using fixed takeoff methods (such as vertical takeoff), for example, when an aircraft takes off vertically from the ground or a stationary airport. However, fixed takeoff methods are not suitable for all takeoff scenarios. For instance, they are not suitable for taking off from moving vehicles. Therefore, such fixed takeoff methods cannot adapt to various takeoff scenarios, resulting in a lack of flexibility in the aircraft's takeoff methods.

[0076] To address the aforementioned issues, this application provides a control method for an aircraft. This method controls the aircraft to take off from a carrier in either a first takeoff mode or a second takeoff mode based on the aircraft's own horizontal speed. This allows for the execution of different takeoff modes for different takeoff scenarios, rather than using the same takeoff mode in all situations. This improves the flexibility of the aircraft's takeoff method and ensures the safety of the aircraft's takeoff in different takeoff scenarios.

[0077] The aircraft in this application embodiment includes fixed-wing aircraft, rotorcraft, or a combination of rotorcraft and fixed-wing aircraft. Rotorcraft can be, for example, single-rotor, dual-rotor, quadcopter, hexacopter, or octocopter. According to the application industry, aircraft can be classified as agricultural aircraft, industrial aircraft, aerial photography aircraft, logistics and transportation aircraft, etc.

[0078] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0079] Please refer to Figure 1, which is a schematic flowchart of the steps of a control method for an aircraft provided in an embodiment of this application.

[0080] As shown in Figure 1, the control method of the aircraft includes steps S101 to S102.

[0081] Step S101: In response to the received takeoff command, the horizontal movement speed of the aircraft is acquired, which is determined based on the aircraft's first sensor.

[0082] Step S102: Control the aircraft to take off from the moving vehicle and fly along the direction of movement of the moving vehicle at a horizontal speed.

[0083] In this embodiment, since the aircraft is mounted on a moving vehicle, the horizontal speed of the aircraft before or during takeoff is equivalent to the horizontal speed of the moving vehicle. By controlling the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the aircraft's horizontal speed, the aircraft can maintain relative horizontal stillness with the moving vehicle during takeoff. This avoids accidental crashes caused by backflips or other issues that may occur when the aircraft takes off from the moving vehicle, thus improving the safety of the aircraft taking off from the moving vehicle.

[0084] The aircraft control method provided in this application can be applied to an aircraft, or to a control device that is communicatively connected to the aircraft. Alternatively, some steps can be applied to the control device while the remaining steps are applied to the aircraft. For example, when the control device detects a user's takeoff control operation, it sends a takeoff command to the aircraft. In response to the received takeoff command, the aircraft acquires its horizontal speed and controls itself to take off from the moving vehicle and fly along the direction of movement of the moving vehicle at the horizontal speed.

[0085] In some embodiments, the first sensor includes a speed sensor and / or a positioning sensor, and the horizontal movement speed of the aircraft is determined by data obtained from the first sensor. The positioning sensor includes a satellite positioning sensor, a visual positioning sensor, or a communication positioning sensor. For example, a communication positioning sensor includes a Wi-Fi positioning sensor, a cellular network positioning sensor, a Bluetooth positioning sensor, or a ZigBee positioning sensor. It is understood that when the aircraft is located on the surface of a moving vehicle, the horizontal movement speed of the aircraft can be determined based on image data obtained from the aircraft's visual positioning sensor. Determining the horizontal movement speed of the aircraft using data from its own sensors ensures that the determined horizontal movement speed is more accurate, timely, and efficient, and can be obtained without the need for an external moving vehicle, reducing dependence on the moving vehicle and improving the ease of control of the aircraft.

[0086] In some embodiments, the aircraft is located on the surface of a moving vehicle (e.g., the roof of a vehicle) or in the cabin of a moving vehicle (e.g., a compartment within a vehicle housing the aircraft) before and during takeoff. Exemplarily, controlling the aircraft to take off from the moving vehicle includes controlling the aircraft to take off from the surface of the moving vehicle or controlling the aircraft to take off from the cabin of the moving vehicle. Since the aircraft is located on the surface of the moving vehicle or in the cabin of the moving vehicle before and during takeoff, its horizontal speed before or during takeoff is equivalent to the horizontal speed of the moving vehicle. Thus, by controlling the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at its horizontal speed, the aircraft can maintain a horizontal relative stationary position with respect to the moving vehicle during takeoff, avoiding accidental crashes such as backflips that can occur during takeoff from a moving vehicle, thereby improving the safety of takeoff from a moving vehicle.

[0087] In some embodiments, the moving vehicle is in a state of uniform motion. For example, the aircraft is controlled to fly at a uniform speed along the direction of movement of the moving vehicle at its own horizontal speed. Because the moving vehicle is in a state of uniform motion, during the process of controlling the aircraft to take off from the moving vehicle and flying at a uniform speed along the direction of movement of the moving vehicle at the aircraft's horizontal speed, the aircraft's horizontal speed is always the same as the horizontal speed of the moving vehicle. This ensures that the aircraft maintains a horizontal relative stationary position with the moving vehicle during takeoff, improving the safety of takeoff from the moving vehicle.

[0088] In some embodiments, the moving vehicle is in a variable-speed motion state. For example, the aircraft is controlled to fly along the direction of movement of the moving vehicle at its initial horizontal speed. Because the moving vehicle is in a variable-speed motion state, and the horizontal speed of the moving vehicle changes little during the takeoff phase of the aircraft, the difference between the horizontal speed of the aircraft and the horizontal speed of the moving vehicle is small when controlling the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at its horizontal speed. This allows the aircraft to maintain a near-horizontal relative stationary position with the moving vehicle as much as possible during takeoff, improving the safety of takeoff from the moving vehicle.

[0089] In some embodiments, the direction of movement of the mobile vehicle is determined based on the nose direction of the aircraft at takeoff. For example, if the nose of the aircraft carried by the mobile vehicle is facing the same direction as the head of the mobile vehicle, then the nose direction of the aircraft at takeoff can be determined as the direction of movement of the mobile vehicle. As another example, if the nose of the aircraft carried by the mobile vehicle is facing the opposite direction to the head of the mobile vehicle, then the opposite direction of the nose direction of the aircraft at takeoff can be determined as the direction of movement of the mobile vehicle. This embodiment can quickly and accurately determine the direction of movement of the mobile vehicle using the nose direction of the aircraft at takeoff, without the need for additional sensors, enabling more timely and efficient determination of the direction of movement of the mobile vehicle.

[0090] In some embodiments, the direction of movement of the mobile vehicle is determined based on data obtained from the aircraft's first sensor. Since the aircraft is located on the surface of the mobile vehicle or within its cabin, the horizontal direction of movement of the aircraft determined based on the data obtained from the aircraft's first sensor is the direction of movement of the mobile vehicle. For example, the horizontal direction of movement of the aircraft is determined based on satellite positioning data from the aircraft's satellite positioning sensor, and this horizontal direction is then used as the direction of movement of the mobile vehicle. This embodiment can quickly and accurately determine the direction of movement of the mobile vehicle based on data obtained from the aircraft's first sensor, and it can obtain the direction of movement of the mobile vehicle without the aid of an external vehicle, reducing dependence on the mobile vehicle and improving the ease of control of the aircraft.

[0091] In some embodiments, the direction of movement of the moving vehicle is received from the moving vehicle itself. The moving vehicle includes a speed sensor and / or a positioning sensor. The control system of the moving vehicle determines its direction of movement using the speed sensor and / or the positioning sensor and transmits this direction of movement to the aircraft. In this embodiment, the direction of movement of the moving vehicle is determined by the moving vehicle itself, resulting in higher accuracy.

[0092] In some embodiments, after step S102, the method further includes: in response to the aircraft taking off from the moving vehicle to a first altitude, obtaining the direction of movement of the moving vehicle; and adjusting the flight direction of the aircraft according to the direction of movement of the moving vehicle so that the flight direction of the aircraft is consistent with the direction of movement of the moving vehicle. Since the direction of movement of the moving vehicle may change after the aircraft takes off, the flight direction of the aircraft after takeoff may not be consistent with the direction of movement of the moving vehicle, causing the aircraft to deviate far from the moving vehicle and reducing safety. Therefore, this embodiment obtains the direction of movement of the moving vehicle after the aircraft takes off and adjusts the flight direction of the aircraft based on the direction of movement of the moving vehicle so that the flight direction of the aircraft is consistent with the direction of movement of the moving vehicle, thereby preventing the aircraft from deviating from the moving vehicle and causing it to lose control, and improving the safety of the aircraft.

[0093] In some embodiments, the direction of movement of the moving vehicle is determined by identifying marked objects on the moving vehicle using a second sensor of the aircraft. Exemplarily, the second sensor is disposed on the underside of the aircraft and includes a first image sensor or a point cloud sensor. The first image sensor includes a perception sensor, such as a vision sensor. The vision sensor may include a monocular vision sensor and / or a binocular vision sensor; for example, the vision sensor may be a fisheye sensor. This embodiment uses the aircraft's second sensor to identify marked objects on the moving vehicle, thus accurately determining the direction of movement of the moving vehicle.

[0094] In some embodiments, the identification object includes a direction marker used to indicate the direction of movement of the moving vehicle. For example, the direction marker is an arrow, and the arrowhead points in the same direction as the head of the moving vehicle, so that the direction indicated by the arrow is the direction of movement of the moving vehicle. For example, the direction marker is painted on the top surface of the moving vehicle. After the aircraft takes off from the moving vehicle and reaches a first altitude, the direction marker is identified by an image sensor located on the underside of the aircraft, thereby determining the direction of movement of the moving vehicle. In this embodiment, the direction marker on the moving vehicle is identified by the aircraft's second sensor, which can quickly and accurately determine the direction of movement of the moving vehicle.

[0095] In some embodiments, the method further includes: activating the aircraft's second sensor in response to a received takeoff command. This embodiment, by activating the aircraft's second sensor upon receiving a takeoff command, enables the aircraft to immediately identify the marked object on the moving vehicle after taking off and reaching a first altitude, and to determine the moving direction of the vehicle in a timely manner.

[0096] In some embodiments, the method further includes: activating a second sensor in response to the aircraft taking off from the moving vehicle to a first altitude, wherein the second sensor of the aircraft is in a deactivated state before the aircraft takes off from the moving vehicle to the first altitude. This embodiment reduces the power consumption of the aircraft and saves computing resources by activating the second sensor only after the aircraft takes off to the first altitude, and also ensures the accuracy of the second sensor's identification of the marked object on the moving vehicle, thereby ensuring that the determined direction of movement of the moving vehicle is accurate.

[0097] In some embodiments, the first altitude includes the altitude of the aircraft relative to the moving vehicle. For example, after the aircraft takes off, a ranging sensor detects the altitude of the aircraft relative to the moving vehicle. Once the altitude of the aircraft relative to the moving vehicle reaches the first altitude, a second sensor identifies a marked object on the moving vehicle to determine the direction of movement of the moving vehicle. Exemplarily, the ranging sensor can be a laser ranging sensor or a visual ranging sensor, etc.

[0098] In some embodiments, the first altitude is related to the effective detection distance of the aircraft's second sensor. For example, the first altitude is the same as or approximately the same as the effective detection distance of the aircraft's second sensor. Alternatively, the effective detection distance range of the second sensor can be determined based on the effective detection distance of the aircraft's second sensor and a preset error distance, and the first altitude can be any value within this effective detection distance range. For instance, if the second sensor is a vision sensor, it may not be able to obtain enough feature information when very close to the object being measured, thus failing to measure the distance to the object. Therefore, the aircraft needs to ascend to a certain altitude to ensure that the vision sensor can obtain sufficient feature information to measure the distance to the object. In this embodiment, the first altitude is related to the effective detection distance of the aircraft's second sensor, enabling the aircraft to accurately identify the marked object on the moving vehicle through the second sensor after takeoff to the first altitude, thereby accurately determining the direction of movement of the moving vehicle.

[0099] In some embodiments, after step S102, the method further includes: controlling the aircraft to adjust the shooting direction of the aircraft's second image sensor so that the second image sensor can capture the moving vehicle. The second image sensor includes a capture sensor for capturing images or videos, or a capture sensor for capturing and compositing images. For example, the capture sensor includes an optical camera or a digital camera. This embodiment, by controlling the aircraft to adjust the shooting direction of the image sensor after the aircraft takes off from the moving vehicle, enables the image sensor to quickly and accurately capture the moving vehicle, making the takeoff and shooting process smoother and improving the aircraft's shooting and control efficiency.

[0100] In some embodiments, controlling the aircraft to adjust the shooting direction of its second image sensor includes: in response to the aircraft taking off from the moving vehicle to a second altitude, controlling the aircraft to adjust the shooting direction of the second image sensor, wherein the shooting direction of the second image sensor remains unchanged before the aircraft takes off from the moving vehicle to the second altitude. This embodiment, by adjusting the shooting direction of the second image sensor only after the aircraft has taken off to the second altitude, is more conducive to image composition, and not adjusting the shooting direction of the second image sensor before that saves processing resources.

[0101] In some embodiments, controlling the aircraft to adjust the shooting direction of the second image sensor in response to the aircraft taking off from the moving vehicle to a second altitude includes: controlling the aircraft to move horizontally away from the moving vehicle in response to the aircraft taking off from the moving vehicle to a second altitude, and adjusting the shooting direction of the second image sensor after the aircraft has moved a predetermined distance horizontally away from the moving vehicle. This embodiment, by adjusting the shooting direction of the second image sensor only after the aircraft has moved a predetermined distance horizontally away from the moving vehicle, allows the second image sensor to capture the moving vehicle more quickly and is also more conducive to image composition, resulting in better shooting effects.

[0102] In some embodiments, the predetermined distance at which the aircraft moves away from the moving vehicle in the horizontal direction is related to a second altitude. For example, the predetermined distance at which the aircraft moves away from the moving vehicle in the horizontal direction is the same as or approximately the same as the second altitude, so that the angle at which the aircraft photographs the moving vehicle is approximately 45°, which is more conducive to composition and results in better shooting effects.

[0103] In some embodiments, controlling an aircraft to move horizontally away from a moving vehicle includes: controlling the aircraft to adjust its horizontal speed so that it moves horizontally away from the moving vehicle. This embodiment achieves this by simply adjusting the aircraft's horizontal speed, resulting in a simple process and higher control efficiency.

[0104] In some embodiments, controlling the aircraft to adjust its horizontal speed may include either decreasing or increasing its horizontal speed. For example, when the aircraft's horizontal speed is decreased, i.e., after the aircraft decelerates horizontally, it moves backward relative to the moving vehicle, placing it diagonally behind the moving vehicle, thus facilitating the second image sensor located at the front of the aircraft to capture images of the moving vehicle. Conversely, when the aircraft's horizontal speed is increased, i.e., after the aircraft accelerates horizontally, it moves forward relative to the moving vehicle, placing it diagonally in front of the moving vehicle, thus facilitating the second image sensor located at the rear of the aircraft to capture images of the moving vehicle.

[0105] In some embodiments, controlling the aircraft to adjust the shooting direction of its second image sensor may include: automatically controlling the aircraft to adjust the shooting direction of its second image sensor, or controlling the aircraft to adjust the shooting direction of its second image sensor in response to an adjustment command triggered by a user. In this embodiment, the shooting direction of the second image sensor can be automatically adjusted after the aircraft takes off, or it can be manually adjusted by the user, providing flexibility in the adjustment method.

[0106] In some embodiments, the user can trigger the adjustment command via a mobile vehicle, for example, a display device on the vehicle showing the aircraft's control interface, through which the user can trigger an adjustment command to adjust the shooting direction of the aircraft's second image sensor. The user can also trigger the adjustment command via the aircraft's control device, for example, through controls on the aircraft's control device.

[0107] In some embodiments, controlling the aircraft to adjust the shooting direction of its second image sensor may include: immediately adjusting the shooting direction of the aircraft's second image sensor in response to the aircraft taking off from the moving vehicle. This embodiment, by immediately adjusting the shooting direction of the second image sensor after the aircraft takes off from the moving vehicle, allows the second image sensor to begin capturing the moving vehicle earlier.

[0108] In some embodiments, the shooting direction of the second image sensor is adjusted by adjusting the attitude of the aircraft. Alternatively, the shooting direction of the second image sensor is adjusted by adjusting the attitude of an attitude adjustment device in the aircraft, with the second image sensor mounted on the attitude adjustment device. Or, the shooting direction of the second image sensor is adjusted by adjusting both the attitude of the aircraft and the attitude of the attitude adjustment device in the aircraft, with the second image sensor mounted on the attitude adjustment device. The attitude adjustment device may include a gimbal or a robotic arm. This embodiment can adjust the shooting direction of the second image sensor by adjusting the attitude of the aircraft and / or the attitude of the attitude adjustment device, resulting in a wider range of shooting direction adjustment and facilitating the second image sensor's ability to capture moving vehicles.

[0109] In some embodiments, controlling the aircraft to adjust the shooting direction of its second image sensor may include: adjusting the shooting direction of the second image sensor based on the position of the moving vehicle. The position of the moving vehicle is received from the moving vehicle itself. For example, the position of the moving vehicle can be determined by a positioning device (including but not limited to a satellite positioning device) in the moving vehicle, and this position can be sent to the aircraft. The aircraft then adjusts the shooting direction of the second image sensor based on the position of the moving vehicle and the position of the aircraft. This embodiment allows for more accurate adjustment of the shooting direction of the second image sensor by using the position of the moving vehicle, enabling the second image sensor to capture the moving vehicle more quickly. The positioning device in the moving vehicle can be a factory-installed device or an added device after the vehicle leaves the factory. The positioning device can be integrated with the moving vehicle or detachably mounted on the moving vehicle as an accessory.

[0110] In some embodiments, the method further includes: controlling the aircraft to adjust the focal length of the second image sensor so that the moving vehicle is within the frame captured by the second image sensor. For example, controlling the aircraft to lower the focal length of the second image sensor to increase the shooting range of the second image sensor, thereby enabling the moving vehicle to be within the frame captured by the second image sensor.

[0111] In some embodiments, the method further includes: after the second image sensor captures the moving vehicle, controlling the aircraft to follow the movement of the moving vehicle. This embodiment, by controlling the aircraft to follow the moving vehicle after it has been captured, facilitates subsequent escort and filming, making the takeoff and filming process smoother and improving the aircraft's filming and control efficiency.

[0112] In some embodiments, controlling an aircraft to follow the movement of a moving vehicle may include: automatically controlling the aircraft to follow the movement of the moving vehicle, or controlling the aircraft to follow the movement of the moving vehicle in response to a user-triggered follow command. The user can trigger the follow command through the moving vehicle; for example, the vehicle's display device shows the aircraft's control interface, through which the user can trigger the follow command. Alternatively, the user can trigger the follow command through the aircraft's control device, for example, through controls on the aircraft's control device. This embodiment can automatically trigger the aircraft to follow the moving vehicle, or it can be manually triggered, providing flexibility in the triggering method.

[0113] In some embodiments, automatically controlling the aircraft to follow the movement of a moving vehicle includes: automatically controlling the aircraft to follow the movement of the moving vehicle in a preset following direction. The preset following direction can be the forward, backward, left, or right direction of the moving vehicle, etc. In this embodiment, the aircraft automatically follows the moving vehicle in a preset following direction after takeoff, making the aircraft control more intelligent and allowing for a smoother transition between takeoff and following, thus improving the aircraft's shooting and control efficiency.

[0114] In some embodiments, controlling the aircraft to follow the movement of a moving vehicle in response to a user-triggered follow command includes: controlling the aircraft to follow the movement of the moving vehicle in a follow direction selected by the user; or, controlling the aircraft to follow the movement of the moving vehicle in a preset follow direction in response to a user-triggered follow command. In this embodiment, the user triggers the follow command after the aircraft takes off, causing the aircraft to follow the moving vehicle in a preset or selected follow direction. This provides more diverse control methods for the aircraft's follow direction, enhances user engagement, and improves the user experience.

[0115] In some embodiments, the method further includes: after the second image sensor captures the moving vehicle, in response to a target mode selected by the user, controlling the aircraft to perform an operation corresponding to the target mode. The target mode is input by the user through the control system of the moving vehicle or the control device of the aircraft. This embodiment, by executing the corresponding operation according to the user-selected target mode after the second image sensor captures the moving vehicle, makes the transition between takeoff and the shooting operation corresponding to the target mode smoother, improving the shooting efficiency and control efficiency of the aircraft.

[0116] In some embodiments, the target mode may include follow mode, distance mode, orbit mode, skyward mode, spiral mode, hover mode, overhead mode, or master lens mode. In follow mode, the aircraft follows or flies in another direction behind a moving vehicle and takes pictures. In distance mode, the aircraft flies along a distance trajectory, gradually moving away from the moving vehicle at an upward angle, resulting in a gradually widening field of view in the captured footage. In orbit mode, the aircraft flies along a circular trajectory, orbiting the moving vehicle while maintaining a constant altitude. In skyward mode, the aircraft flies along a skyward trajectory, ascending vertically at a relatively high speed. In spiral mode, the aircraft flies along a spiral trajectory, gradually increasing its altitude while orbiting the moving vehicle, creating a spiral ascent effect. In hover mode, the aircraft takes off and hovers at a set altitude. In overhead shooting mode, the aircraft adjusts the downward angle of the shooting device to approximately -90° or -90° to shoot the moving transport vehicle below the aircraft.

[0117] In Master Lens mode, the aircraft flies along a target flight trajectory, which is composed of multiple flight trajectory segments. For example, it can be composed of at least two of the following: a receding flight trajectory segment, a long-range circling flight trajectory segment, a head-up flight trajectory segment, a close-up circling flight trajectory segment, a medium-range circling flight trajectory segment, a soaring flight trajectory segment, an overhead shot flight trajectory segment, an overhead shot rotating ascent trajectory segment, a level shot descent trajectory segment, and an overhead shot descent trajectory segment. For instance, the target flight trajectory might be composed of the first executed receding flight trajectory segment, the second executed long-range circling flight trajectory segment, and the last executed head-up flight trajectory segment.

[0118] When the aircraft flies in a gradually receding flight path segment, it gradually moves away from the moving vehicle at an upward angle. When the aircraft flies in a long-range circling flight path segment, it circles the moving vehicle at a first distance. When the aircraft flies in a nose-up flight path segment, it gradually approaches the moving vehicle, and the downward angle of the camera device gradually changes from -90° to 0°. When the aircraft flies in a close-up circling flight path segment, it circles the moving vehicle at a second distance. When the aircraft flies in a medium-range circling flight path segment, it circles the moving vehicle at a third distance, with the first distance being greater than the third distance, and the third distance being greater than the second distance. When the aircraft flies in a soaring flight path segment, it can ascend vertically at a relatively high speed. When the aircraft flies in a top-down flight path, it adjusts the camera's downward angle to -90° and gradually approaches the moving vehicle. When the aircraft flies in a top-down rotating ascent path, it maintains the camera's downward angle at -90° and ascends a first preset distance, adjusting the yaw angle of the camera at a set rate during ascent. When the aircraft flies in a level descent path, it maintains the camera's downward angle at 0° and descends a second preset distance. When the aircraft flies in a top-down descent path, it maintains the camera's downward angle at -90° and descends a third preset distance.

[0119] In some embodiments, after the aircraft takes off from the moving vehicle, the method further includes: positioning the aircraft based on target positioning data. The target positioning data includes satellite positioning data. Because the aircraft can maintain relative horizontal stillness with the moving vehicle during takeoff, visual positioning data is inaccurate. Therefore, using satellite positioning data for positioning can ensure the accuracy of the aircraft's positioning, thereby improving the aircraft's safety.

[0120] In some embodiments, the target positioning data includes fused positioning data, which is obtained by fusing satellite positioning data output by the aircraft's satellite positioning device and visual positioning data output by the aircraft's visual positioning device. Furthermore, the first weight used in fusing the visual positioning data output by the aircraft's visual positioning device after takeoff is less than the second weight used in fusing the visual positioning data output by the aircraft's visual positioning device before takeoff. This embodiment, by reducing the weight used in fusing the visual positioning data output by the aircraft's visual positioning device after takeoff, can prevent inaccuracies in the visual positioning data from causing inaccurate fused positioning data.

[0121] In some embodiments, target positioning data does not include visual positioning data. Since the aircraft can maintain relative horizontal stillness with the moving vehicle during takeoff, visual positioning data is inaccurate. Therefore, by not using visual positioning data for positioning, the aircraft can ensure positioning accuracy and improve its safety.

[0122] In some embodiments, the visual positioning device in the aircraft is turned off after the aircraft takes off from the moving vehicle. This embodiment prevents inaccurate visual positioning data from causing inaccurate fused positioning data, allowing the aircraft to use only accurate satellite positioning data for positioning. This ensures the aircraft's positioning accuracy, improves its safety, and reduces its power consumption.

[0123] In some embodiments, the visual positioning device in the aircraft is turned off before it takes off from the moving vehicle and reaches a specific location. This specific location includes a position where the aircraft is horizontally away from the moving vehicle. In this embodiment, turning off the visual positioning device before takeoff prevents inaccurate visual positioning data from causing inaccurate fused positioning data. This allows the aircraft to use only accurate satellite positioning data for positioning, ensuring positioning accuracy, improving aircraft safety, and reducing power consumption. After the aircraft has horizontally moved away from the moving vehicle, the visual positioning data is relatively reliable, so it can be turned on again to implement visual positioning.

[0124] In some embodiments, the method further includes: in response to the aircraft taking off from the moving vehicle and reaching a specific location, controlling the aircraft to activate a visual positioning device, the specific location including a position where the aircraft is horizontally away from the moving vehicle. Since the accuracy of the visual positioning data output by the visual positioning device in the aircraft can be guaranteed after the aircraft is horizontally away from the moving vehicle, this embodiment activates the visual positioning device after the aircraft is horizontally away from the moving vehicle. This allows the aircraft to use accurate visual positioning data for positioning, thereby ensuring the accuracy of the aircraft's positioning and improving its safety.

[0125] In some embodiments, target positioning data includes visual positioning data from other sides besides the lower visual positioning data. Since the aircraft can maintain a horizontal relative stationary position with the moving vehicle during takeoff, the lower visual positioning data may be inaccurate. Therefore, using visual positioning data from other sides besides the lower visual positioning data for positioning can ensure the accuracy of the aircraft's positioning and improve its safety.

[0126] In some embodiments, after the aircraft takes off from the moving vehicle, the visual sensors used to sense the environment below the aircraft are turned off. This embodiment, by using visual sensors to sense the environment below the aircraft after takeoff, prevents inaccurate fusion positioning data due to inaccurate lower-side visual positioning data, thereby ensuring the aircraft's positioning accuracy, improving aircraft safety, and also reducing aircraft power consumption.

[0127] In some embodiments, the method further includes: in response to the aircraft taking off from the moving vehicle and reaching a specific location, controlling the aircraft to activate a visual sensor for sensing the environment below the aircraft, the specific location including a position where the aircraft is horizontally away from the moving vehicle. Since the accuracy of the visual positioning data output by the visual sensor for sensing the environment below the aircraft can be guaranteed after the aircraft is horizontally away from the moving vehicle, this embodiment, by activating the visual sensor for sensing the environment below the aircraft after the aircraft is horizontally away from the moving vehicle, allows the aircraft to use accurate visual positioning data for positioning, thereby ensuring the accuracy of the aircraft's positioning and improving the aircraft's safety.

[0128] In related technologies, aircraft typically take off from stationary vehicles using a fixed takeoff method (such as vertical takeoff). For example, an aircraft may take off vertically from the ground or a stationary airport. However, a fixed takeoff method is not suitable for all takeoff scenarios. For instance, it is not suitable for taking off from a moving vehicle. Therefore, this fixed takeoff method cannot adapt to various takeoff scenarios, resulting in a lack of flexibility in the aircraft's takeoff method.

[0129] Therefore, this application provides another control method for an aircraft, as shown in FIG2. The control method for the aircraft includes steps S201 to S203.

[0130] Step S201: In response to the received takeoff command, the first horizontal movement speed of the aircraft is acquired, which is determined based on the first sensor of the aircraft.

[0131] Step S202: In response to the first horizontal movement speed being greater than or equal to a speed threshold, control the aircraft to take off from the first type of vehicle in accordance with the first takeoff mode.

[0132] Step S203: In response to the first horizontal movement speed being less than a speed threshold, control the aircraft to take off from the second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

[0133] This embodiment controls the aircraft to take off from the carrier in either a first takeoff mode or a second takeoff mode based on the aircraft's own horizontal movement speed. This allows for different takeoff modes to be executed for different takeoff scenarios, rather than using the same takeoff mode in all situations. This improves the flexibility of the aircraft's takeoff method and also ensures the safety of the aircraft's takeoff in different takeoff scenarios.

[0134] Furthermore, the horizontal speed of the aircraft is determined by its own sensors. Compared to receiving the horizontal speed from a carrier, this method ensures that the determined horizontal speed is more accurate, timely, and efficient. Moreover, it can obtain the horizontal speed without the need for external carriers, reducing dependence on carriers and improving the ease of aircraft control. In addition, the implementation method of this application allows the aircraft to take off not only from carriers with which it has established a communication connection, but also from carriers without which it has not established a communication connection, thus expanding the aircraft's takeoff scenarios and making them more diverse.

[0135] The aircraft control method provided in this application can be applied to an aircraft, or to a control device that is communicatively connected to the aircraft. Alternatively, some steps can be applied to the control device while the remaining steps are applied to the aircraft. For example, when the control device detects a user's takeoff control operation, it sends a takeoff command to the aircraft. In response to the received takeoff command, the aircraft acquires a first horizontal movement speed. If the first horizontal movement speed is greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle according to a first takeoff mode. If the first horizontal movement speed is less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle according to a second takeoff mode.

[0136] It should be noted that the first type of transport vehicle and the second type of transport vehicle can be the same transport vehicle. For example, if the transport vehicle is in motion, it is considered a first type of transport vehicle; if it is stationary, it is considered a second type of transport vehicle. That is, the first type of transport vehicle is in motion, and the second type of transport vehicle is stationary. Furthermore, the first type of transport vehicle may be in uniform motion or variable motion. The speed threshold can be set based on actual conditions, and this application does not specifically limit it. For example, the speed threshold may be 0.1 m / s, 0.05 m / s, or 0 m / s. In other embodiments, both the first type of transport vehicle and the second type of transport vehicle can be moving vehicles, and the moving speed of the first type of transport vehicle is greater than that of the second type of transport vehicle.

[0137] In some embodiments, the first sensor includes a speed sensor and / or a positioning sensor, and the first horizontal movement speed of the aircraft is determined by data obtained from the first sensor. The positioning sensor includes a satellite positioning sensor, a visual positioning sensor, or a communication positioning sensor. For example, the communication positioning sensor includes a Wi-Fi positioning sensor, a cellular network positioning sensor, a Bluetooth positioning sensor, or a ZigBee positioning sensor.

[0138] In some embodiments, the aircraft is located on the surface of a first-type or second-type vehicle or within the cabin of a first-type or second-type vehicle before and during takeoff. Therefore, the first horizontal speed of the aircraft is equivalent to the horizontal speed of the vehicle. A first horizontal speed greater than or equal to a speed threshold indicates that the vehicle is in motion, while a first horizontal speed less than the speed threshold indicates that the vehicle is stationary. That is, the aircraft takes off from a moving vehicle according to a first takeoff mode, or from a stationary vehicle according to a second takeoff mode.

[0139] In some embodiments, the aircraft adjusts its flight direction during takeoff from a first type of vehicle according to a first takeoff mode, and does not adjust its flight direction during takeoff from a second type of vehicle according to a second takeoff mode. Since the first type of vehicle is in motion, its direction of movement may change after takeoff, causing the aircraft's flight direction to deviate significantly from the first type of vehicle, thus reducing safety. Therefore, this embodiment adjusts the aircraft's flight direction during takeoff from the first type of vehicle according to the first takeoff mode to ensure it aligns with the first type of vehicle's direction of movement, preventing loss of control and improving safety. The second type of vehicle is stationary and has no direction of movement; therefore, its flight direction does not need to be adjusted during takeoff from the second type of vehicle according to the second takeoff mode, also ensuring safety.

[0140] In some embodiments, the flight direction of the aircraft during takeoff from the first type of vehicle according to the first takeoff mode is adjusted after the aircraft has taken off and reached a first altitude. Specifically, the aircraft's flight direction is not adjusted before taking off from the first type of vehicle and reaching the first altitude. This embodiment saves processing resources by adjusting the flight direction only after the aircraft has taken off from the first type of vehicle and reached the first altitude.

[0141] In some embodiments, the flight direction of the aircraft during takeoff from the first type of vehicle according to a first takeoff mode is adjusted based on the identification results of the marked objects on the first type of vehicle by the aircraft's second sensor after takeoff to a first altitude. For example, based on the identification results of the marked objects on the first type of vehicle by the second sensor, the movement direction of the first type of vehicle can be determined. Based on the movement direction of the first type of vehicle, the flight direction of the aircraft can be adjusted so that the flight direction of the aircraft is consistent with the movement direction of the first type of vehicle. The second sensor is disposed on the lower side of the aircraft and includes a first image sensor or a point cloud sensor. The first image sensor includes a perception sensor, such as a vision sensor. The vision sensor may include a monocular vision sensor and / or a binocular vision sensor; for example, the vision sensor may be a fisheye sensor. This embodiment can accurately adjust the flight direction of the aircraft based on the identification results of the marked objects on the first type of vehicle by the aircraft's second sensor.

[0142] In some embodiments, the second sensor is activated when the aircraft takes off from the first type of vehicle in a first takeoff mode. This embodiment activates the aircraft's second sensor when the aircraft takes off from the first type of vehicle in a first takeoff mode, so that after taking off to a first altitude, the aircraft can immediately identify the marked objects on the first type of vehicle using the second sensor, and adjust the aircraft's flight direction in a timely manner based on the identification results.

[0143] In some embodiments, the second sensor is activated when the aircraft takes off from the first type of vehicle and reaches a first altitude according to the first takeoff mode. This embodiment reduces the aircraft's power consumption and saves computing resources by activating the second sensor only after the aircraft has taken off from the first type of vehicle and reached a first altitude according to the first takeoff mode. It also ensures the accuracy of the second sensor's identification of the marked objects on the first type of vehicle, thereby ensuring that the determined direction of movement of the first type of vehicle is accurate.

[0144] In some embodiments, the identification object includes a direction marker used to indicate the direction of movement of the first type of vehicle. For example, the direction marker is an arrow, and the arrowhead points in the same direction as the head of the first type of vehicle, so that the direction indicated by the arrow is the direction of movement of the first type of vehicle. For example, the direction marker is painted on the top surface of the first type of vehicle. After the aircraft takes off from the first type of vehicle according to a first takeoff mode and reaches a first altitude, the direction marker is identified by an image sensor located on the lower side of the aircraft to determine the direction of movement of the first type of vehicle. Then, based on the direction of movement of the first type of vehicle, the flight direction of the aircraft is adjusted. In this embodiment, the direction marker on the first type of vehicle is identified by the second sensor of the aircraft, which can quickly and accurately determine the direction of movement of the first type of vehicle.

[0145] In some embodiments, the first altitude includes the altitude of the aircraft relative to the first type of vehicle. For example, after the aircraft takes off from the first type of vehicle according to a first takeoff mode, a ranging sensor detects the altitude of the aircraft relative to the first type of vehicle. When the altitude of the aircraft relative to the first type of vehicle reaches the first altitude, a second sensor identifies a marked object on the first type of vehicle, and the aircraft's flight direction is adjusted according to the identification result. The ranging sensor can be a laser ranging sensor or a visual ranging sensor, etc.

[0146] In some embodiments, the first altitude is related to the effective detection distance of the aircraft's second sensor. For example, the first altitude is the same as or approximately the same as the effective detection distance of the aircraft's second sensor. Alternatively, the effective detection distance range of the second sensor can be determined based on the effective detection distance of the aircraft's second sensor and a preset error distance, and the first altitude can be any value within that effective detection distance range. In this embodiment, the first altitude is related to the effective detection distance of the aircraft's second sensor, enabling the aircraft to accurately identify marked objects on the first type of vehicle after taking off from the first type of vehicle according to the first takeoff mode and reaching the first altitude, and to adjust the aircraft's flight direction based on the identification result.

[0147] In some embodiments, in a first takeoff mode, the aircraft flies horizontally at a first horizontal speed. In a second takeoff mode, the aircraft does not fly horizontally at the first horizontal speed. Since the first type of vehicle is in motion, this embodiment ensures takeoff safety by allowing the aircraft to take off from the first type of vehicle in the first takeoff mode while flying horizontally at the first horizontal speed. Since the second type of vehicle is stationary, takeoff safety can also be ensured by allowing the aircraft to take off from the second type of vehicle in the second takeoff mode without flying horizontally at the first horizontal speed.

[0148] In some embodiments, in the first takeoff mode, the aircraft flies along the direction of movement of the first type of vehicle at a first horizontal speed. This embodiment controls the aircraft to take off from the first type of vehicle in the first takeoff mode and to fly along the direction of movement of the first type of vehicle at the first horizontal speed, so that the aircraft can maintain a horizontal relative stationary position with the first type of vehicle during takeoff. This avoids accidental crashes caused by backflips or other issues that may occur when the aircraft takes off from the first type of vehicle, thus improving the safety of takeoff from the first type of vehicle (the moving vehicle).

[0149] In some embodiments, in the first takeoff mode, the aircraft flies at a constant speed along the direction of movement of the first type of vehicle at a first horizontal speed. This embodiment controls the aircraft to take off from the first type of vehicle in the first takeoff mode and fly at a constant speed along the direction of movement of the first type of vehicle at the first horizontal speed, ensuring that the horizontal speed of the aircraft is always the same as that of the first type of vehicle. This allows the aircraft to maintain a horizontal relative stationary position with the first type of vehicle during takeoff, improving the safety of takeoff from the first type of vehicle (e.g., a moving vehicle).

[0150] In some embodiments, during the process of an aircraft taking off from a first type of vehicle according to a first takeoff mode and reaching a second altitude, the aircraft maintains a first horizontal speed. After reaching the second altitude, the aircraft's second horizontal speed is either less than or greater than the first horizontal speed. In this embodiment, by maintaining the first horizontal speed throughout the process of taking off from the first type of vehicle according to the first takeoff mode and reaching the second altitude, the aircraft maintains a horizontal relative stationary position with the first type of vehicle, thus improving the safety of takeoff from the first type of vehicle (e.g., a moving vehicle).

[0151] In some embodiments, in the first takeoff mode, the aircraft flies horizontally at a first horizontal speed and takes off vertically. This embodiment, by simultaneously taking off from a first type of vehicle in the first takeoff mode, flying horizontally at the first horizontal speed, and taking off vertically, avoids the problem of the aircraft flipping backward during takeoff, thereby ensuring the safety of the aircraft's takeoff.

[0152] In some embodiments, in the second takeoff mode, the horizontal speed of the aircraft is not zero. The horizontal speed at which the aircraft takes off from the first type of vehicle in the first takeoff mode is greater than the horizontal speed at which the aircraft takes off from the second type of vehicle in the second takeoff mode. In this embodiment, the aircraft uses a smaller horizontal speed when taking off from the second type of vehicle in the second takeoff mode, which also ensures the safety of the aircraft's takeoff.

[0153] In some embodiments, the horizontal speed of the aircraft is 0 in the second takeoff mode. Since the second type of vehicle is stationary, the aircraft's horizontal speed of 0 when taking off from the second type of vehicle in the second takeoff mode in this embodiment can also ensure the safety of the aircraft's takeoff.

[0154] In some embodiments, in the second takeoff mode, the aircraft takes off vertically. Since the second type of vehicle is stationary, the aircraft taking off vertically from the second type of vehicle in this embodiment can still avoid collision with the second type of vehicle, thus ensuring the safety of the aircraft's takeoff.

[0155] In some embodiments, after the aircraft takes off from a first type of vehicle according to the first takeoff mode, the aircraft positions itself based on first positioning data; after the aircraft takes off from a second type of vehicle according to a second takeoff mode, the aircraft positions itself based on second positioning data. The methods for obtaining the first and second positioning data are different. This embodiment enables the aircraft to perform positioning based on positioning data obtained through different methods after taking off according to different takeoff modes, ensuring the accuracy of positioning after takeoff and improving aircraft safety.

[0156] In some embodiments, the first positioning data includes satellite positioning data but excludes visual positioning data, and the second positioning data includes both satellite positioning data and visual positioning data. Since the aircraft can maintain relative horizontal stillness with the first type of vehicle during takeoff, visual positioning data is inaccurate. Therefore, using satellite positioning data ensures the aircraft's positioning accuracy, thereby improving its safety.

[0157] In some embodiments, the first positioning data includes satellite positioning data but excludes visual positioning data in a specified direction, and the second positioning data includes satellite positioning data and visual positioning data in a specified direction. The specified direction includes the direction below the aircraft. Because the aircraft can maintain relative horizontal stillness with the first type of vehicle during takeoff, the visual positioning data in the direction below the aircraft is inaccurate. Therefore, the aircraft can use satellite positioning data and visual positioning data in directions other than the specified direction for positioning, which can ensure the accuracy of the aircraft's positioning and improve its safety.

[0158] In some embodiments, the first trajectory of the aircraft taking off from the first type of vehicle according to a first takeoff mode differs from the second trajectory of the aircraft taking off from the first type of vehicle according to a second takeoff mode. For example, the angle between the first trajectory and the horizontal plane is less than 90°. The angle between the second trajectory and the horizontal plane is approximately 90° or approximately 90°.

[0159] In some embodiments, after step S202, the method further includes: controlling the aircraft to adjust the shooting direction of the aircraft's second image sensor so that the second image sensor can capture the first type of vehicle. The second image sensor includes a capture sensor used to capture images or videos, or a capture sensor used to capture and synthesize images. For example, the capture sensor includes an optical camera or a digital camera. This embodiment, by controlling the aircraft to adjust the shooting direction of the second image sensor after the aircraft takes off from the first type of vehicle according to the first takeoff mode, enables the second image sensor to quickly and accurately capture the first type of vehicle, making the takeoff and shooting process smoother and improving the aircraft's shooting and control efficiency.

[0160] In some embodiments, controlling the aircraft to adjust the shooting direction of its second image sensor includes: in response to the aircraft taking off from the first type of vehicle to a second altitude, controlling the aircraft to adjust the shooting direction of the second image sensor, wherein the shooting direction of the second image sensor remains unchanged before the aircraft takes off from the first type of vehicle to the second altitude. This embodiment, by adjusting the shooting direction of the second image sensor only after the aircraft takes off from the first type of vehicle to the second altitude, is more conducive to image composition, and by not adjusting the shooting direction of the second image sensor before that, it can save processing resources.

[0161] In some embodiments, controlling the aircraft to adjust the shooting direction of the second image sensor in response to the aircraft taking off from the first type of vehicle to a second altitude includes: controlling the aircraft to move horizontally away from the first type of vehicle in response to the aircraft taking off from the first type of vehicle to the second altitude, and adjusting the shooting direction of the second image sensor after the aircraft has moved horizontally away from the first type of vehicle by a predetermined distance. This embodiment, by adjusting the shooting direction of the second image sensor only after the aircraft has moved horizontally away from the first type of vehicle by a predetermined distance, allows the second image sensor to capture the first type of vehicle more quickly, and is also more conducive to image composition, resulting in better shooting effects.

[0162] In some embodiments, the predetermined distance by which the aircraft is horizontally away from the first type of vehicle is related to the second altitude. For example, the predetermined distance by which the aircraft is horizontally away from the first type of vehicle is the same as or approximately the same as the second altitude, so that the angle at which the aircraft photographs the first type of vehicle is approximately 45°, which is more conducive to composition and results in better shooting effects.

[0163] In some embodiments, controlling the aircraft to adjust its horizontal speed may include either decreasing or increasing its horizontal speed. For example, decreasing the horizontal speed (i.e., decelerating horizontally) causes the aircraft to move backward relative to the first type of vehicle, positioning it diagonally behind the first type of vehicle, thus facilitating the second image sensor located at the front of the aircraft to capture images of the first type of vehicle. Conversely, increasing the horizontal speed (i.e., accelerating horizontally) causes the aircraft to move forward relative to the first type of vehicle, positioning it diagonally in front of the first type of vehicle, thus facilitating the second image sensor located at the rear of the aircraft to capture images of the first type of vehicle.

[0164] In some embodiments, controlling the aircraft to adjust the shooting direction of its second image sensor may include: immediately controlling the aircraft to adjust the shooting direction of its second image sensor in response to takeoff from the first type of vehicle. This embodiment, by immediately adjusting the shooting direction of the second image sensor after takeoff from the first type of vehicle, allows the second image sensor to begin capturing images of the first type of vehicle earlier.

[0165] In some embodiments, the shooting direction of the second image sensor is adjusted by adjusting the attitude of the aircraft. Alternatively, the shooting direction of the second image sensor is adjusted by adjusting the attitude of an attitude adjustment device in the aircraft, on which the second image sensor is mounted. Or, the shooting direction of the second image sensor is adjusted by adjusting both the attitude of the aircraft and the attitude of the attitude adjustment device, on which the second image sensor is mounted. The attitude adjustment device may include a gimbal or a robotic arm. This embodiment allows for adjustment of the shooting direction of the second image sensor by adjusting the attitude of the aircraft and / or the attitude of the attitude adjustment device, resulting in a wider range of shooting direction adjustments and facilitating the second image sensor's capture of the first type of vehicle.

[0166] In some embodiments, controlling the aircraft to adjust the shooting direction of its second image sensor may include: adjusting the shooting direction of the second image sensor based on the position of the first type of vehicle. The position of the first type of vehicle is received from the first type of vehicle itself. For example, the position of the first type of vehicle is determined by a satellite positioning device within the first type of vehicle, and this position is sent to the aircraft. The aircraft then adjusts the shooting direction of the second image sensor based on the position of the first type of vehicle and its own position. This embodiment allows for more accurate adjustment of the shooting direction of the second image sensor based on the position of the first type of vehicle, enabling the second image sensor to capture the first type of vehicle more quickly.

[0167] In some embodiments, the method further includes: after the second image sensor captures the first type of vehicle, controlling the aircraft to move in accordance with the movement of the first type of vehicle. This embodiment, by controlling the aircraft to follow the first type of vehicle after it has been captured, facilitates subsequent escort and filming, making the takeoff and filming process smoother and improving the aircraft's filming and control efficiency.

[0168] In some embodiments, controlling the aircraft to follow the movement of the first type of vehicle may include: automatically controlling the aircraft to follow the movement of the first type of vehicle, or controlling the aircraft to follow the movement of the first type of vehicle in response to a user-triggered follow command. The user may trigger the follow command through the first type of vehicle; for example, the display device of the first type of vehicle may display the aircraft's control interface, through which the user can trigger the follow command. Alternatively, the user may trigger the follow command through the aircraft's control device, for example, through controls on the aircraft's control device. This embodiment can automatically trigger the aircraft to follow the first type of vehicle, or it can be manually triggered, providing flexibility in the triggering method.

[0169] In some embodiments, automatically controlling the aircraft to follow the movement of the first type of vehicle includes: automatically controlling the aircraft to follow the movement of the first type of vehicle in a preset following direction. The preset following direction can be the forward, backward, left, or right direction of the first type of vehicle, etc. In this embodiment, the aircraft automatically follows the first type of vehicle in a preset following direction after takeoff, making the aircraft control more intelligent and allowing for a smoother transition between takeoff and following, thus improving the aircraft's shooting and control efficiency.

[0170] In some embodiments, controlling the aircraft to follow the movement of a first type of vehicle in response to a user-triggered follow command includes: controlling the aircraft to follow the movement of the first type of vehicle in a follow direction selected by the user, or controlling the aircraft to follow the movement of the first type of vehicle in a preset follow direction, in response to a user-triggered follow command. In this embodiment, the user triggers the follow command after the aircraft takes off, causing the aircraft to follow the first type of vehicle in a preset or selected follow direction. This makes the control methods for the aircraft's follow direction more diverse, allowing for greater user participation and improving the user experience.

[0171] In some embodiments, after step S203, the method further includes: controlling the aircraft to adjust the shooting direction of the aircraft's second image sensor so that the second image sensor can capture the second type of vehicle. This embodiment, by controlling the aircraft to adjust the shooting direction of the second image sensor after the aircraft takes off from the second type of vehicle according to the second takeoff mode, enables the second image sensor to quickly and accurately capture the second type of vehicle, making the takeoff and shooting process smoother and improving the aircraft's shooting and control efficiency.

[0172] In some embodiments, controlling the aircraft to adjust the shooting direction of its second image sensor includes: in response to the aircraft taking off from the second type of vehicle to a third altitude, controlling the aircraft to adjust the shooting direction of its second image sensor. The shooting direction of the second image sensor remains unchanged before the aircraft takes off from the second type of vehicle to the third altitude. This embodiment, by adjusting the shooting direction of the second image sensor only after the aircraft has taken off from the second type of vehicle to the third altitude, is more conducive to image composition, and by not adjusting the shooting direction of the second image sensor before that, it saves processing resources.

[0173] In some embodiments, controlling the aircraft to adjust the shooting direction of its second image sensor may include: automatically adjusting the shooting direction of the aircraft's second image sensor in response to the aircraft taking off from the second type of vehicle to a third altitude; or, after the aircraft has taken off from the second type of vehicle to the third altitude, adjusting the shooting direction of the aircraft's second image sensor in response to an adjustment command triggered by a user. This embodiment allows for automatic adjustment of the shooting direction of the second image sensor after the aircraft takes off from the second type of vehicle, or manual adjustment by the user, providing flexibility in the adjustment method.

[0174] In related technologies, when an aircraft takes off from a stationary object, such as the ground, the safety of takeoff can be guaranteed. However, if the aircraft takes off from a moving vehicle (such as a vehicle or ship), it is easy for the aircraft to flip backward, which may lead to an accidental crash, thus compromising the safety of takeoff.

[0175] Based on this, this application provides another control method for an aircraft. Please refer to Figure 3, which is a schematic flowchart of the steps of another control method for an aircraft provided in the embodiment of this application.

[0176] As shown in Figure 3, the control method of the aircraft includes steps S301 to S303.

[0177] Step S301: In response to the received takeoff command, obtain the horizontal speed of the aircraft and / or the moving vehicle.

[0178] Step S302: Control the aircraft to take off from the moving vehicle and fly along the direction of movement of the moving vehicle at a horizontal speed.

[0179] Step S303: In response to the aircraft taking off, control the aircraft to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

[0180] This embodiment controls the aircraft to take off from the moving vehicle based on the horizontal movement speed of the aircraft and / or the moving vehicle. This ensures that the aircraft remains relatively stationary in the horizontal direction relative to the moving vehicle during takeoff, thus avoiding accidental crashes caused by backflips or other issues that can occur during takeoff from a moving vehicle, thereby improving the safety of takeoff. Furthermore, after takeoff, the aircraft adjusts the image sensor's shooting direction, enabling the image sensor to quickly and accurately capture the moving vehicle. This results in a smoother transition between takeoff and shooting, improving both the aircraft's shooting and control efficiency.

[0181] The aircraft control method provided in this application can be applied to an aircraft, or to a control device communicatively connected to the aircraft. Alternatively, some steps can be applied to the control device while the remaining steps are applied to the aircraft. For example, when the control device detects a user's takeoff control operation, it sends a takeoff command to the aircraft. In response to the received takeoff command, the aircraft acquires the horizontal speed of the aircraft and / or the moving vehicle; controls the aircraft to take off from the moving vehicle and fly along the direction of movement of the moving vehicle at the horizontal speed; and, in response to takeoff, controls the aircraft to adjust the image sensor's shooting direction so that the image sensor can capture the moving vehicle.

[0182] It should be noted that the horizontal movement speed in step 302 can be the horizontal movement speed of the aircraft, the horizontal movement speed of the moving vehicle, or the horizontal movement speed obtained by fusing the horizontal movement speed of the aircraft and the horizontal movement speed of the moving vehicle. For example, the value of the horizontal movement speed in step 302 is the average of the horizontal movement speed of the aircraft and the horizontal movement speed of the moving vehicle.

[0183] In some embodiments, the moving vehicle is in a state of uniform motion or variable motion. The aircraft is located on the surface of the moving vehicle or in the cabin of the moving vehicle before and during takeoff.

[0184] In some embodiments, the horizontal speed of the aircraft is determined by the aircraft's sensors. These sensors include speed sensors and / or positioning sensors, such as satellite positioning sensors, visual positioning sensors, or communication positioning sensors. For example, communication positioning sensors include Wi-Fi positioning sensors, cellular network positioning sensors, Bluetooth positioning sensors, or ZigBee positioning sensors. Determining the aircraft's horizontal speed using data from its own sensors ensures more accurate, timely, and efficient determination of the horizontal speed, and allows for obtaining the horizontal speed without the need for external mobile vehicles, reducing reliance on mobile vehicles and improving the ease of aircraft control.

[0185] In some embodiments, the horizontal speed of the moving vehicle is received by the aircraft from the moving vehicle. For example, the horizontal speed of the moving vehicle is determined by a satellite positioning device in the moving vehicle and then transmitted to the aircraft.

[0186] In some embodiments, controlling the aircraft to adjust the shooting direction of the image sensor includes: in response to the aircraft taking off from a moving vehicle and reaching a target altitude, controlling the aircraft to adjust the shooting direction of the image sensor, wherein the shooting direction of the image sensor remains unchanged before the aircraft takes off and reaches the target altitude. The image sensor includes a capture sensor used to capture images or videos, or a capture sensor used to capture and synthesize images. For example, the capture sensor includes an optical camera or a digital camera. This embodiment, by controlling the aircraft to adjust the shooting direction of the image sensor after the aircraft takes off from the moving vehicle, enables the image sensor to quickly and accurately capture the moving vehicle, making the transition between takeoff and shooting smoother and improving the shooting and control efficiency of the aircraft.

[0187] In some embodiments, controlling the aircraft to adjust the shooting direction of the image sensor includes: immediately controlling the aircraft to adjust the shooting direction of the image sensor in response to takeoff from the moving vehicle. This embodiment, by immediately adjusting the shooting direction of the image sensor after the aircraft takes off from the moving vehicle, allows the image sensor to begin capturing the moving vehicle earlier.

[0188] In some embodiments, the shooting direction of the image sensor is adjusted by adjusting the attitude of the aircraft. Alternatively, the shooting direction of the image sensor is adjusted by adjusting the attitude of an attitude adjustment device in the aircraft, on which the image sensor is mounted. Or, the shooting direction of the image sensor is adjusted by adjusting both the attitude of the aircraft and the attitude of the attitude adjustment device, on which the image sensor is mounted. The attitude adjustment device may include a gimbal or a robotic arm. This embodiment adjusts the shooting direction of the image sensor by adjusting the attitude of the aircraft and / or the attitude of the attitude adjustment device, resulting in a wider range of shooting direction adjustments and facilitating the image sensor's ability to capture moving vehicles.

[0189] In some embodiments, controlling the aircraft to adjust the shooting direction of the image sensor includes: automatically controlling the aircraft to adjust the shooting direction of the image sensor in response to takeoff, or controlling the aircraft to adjust the shooting direction of the image sensor in response to an adjustment command triggered by a user. This embodiment can automatically adjust the shooting direction of the image sensor or manually adjust it, providing flexibility in the adjustment method.

[0190] In some embodiments, controlling the aircraft to adjust the image sensor's shooting direction in response to the aircraft taking off from the moving vehicle and reaching a target altitude includes: controlling the aircraft to move horizontally away from the moving vehicle in response to the aircraft taking off from the moving vehicle and reaching the target altitude, and adjusting the image sensor's shooting direction after the aircraft has moved a predetermined distance horizontally away from the moving vehicle. This embodiment, by adjusting the image sensor's shooting direction only after the aircraft has moved a predetermined distance horizontally away from the moving vehicle, allows the image sensor to capture the moving vehicle more quickly and is also more conducive to image composition, resulting in better shooting effects.

[0191] In some embodiments, controlling an aircraft to move horizontally away from a moving vehicle includes: controlling the aircraft to adjust its horizontal speed so that it moves horizontally away from the moving vehicle. This embodiment achieves this by simply adjusting the aircraft's horizontal speed, resulting in a simple process and higher control efficiency.

[0192] In some embodiments, controlling the aircraft to adjust its horizontal speed may include either decreasing or increasing its horizontal speed. For example, when the aircraft's horizontal speed is decreased, i.e., after the aircraft decelerates horizontally, it moves backward relative to the moving vehicle, placing it diagonally behind the moving vehicle, thus facilitating the second image sensor located at the front of the aircraft to capture images of the moving vehicle. Conversely, when the aircraft's horizontal speed is increased, i.e., after the aircraft accelerates horizontally, it moves forward relative to the moving vehicle, placing it diagonally in front of the moving vehicle, thus facilitating the second image sensor located at the rear of the aircraft to capture images of the moving vehicle.

[0193] In some embodiments, the direction of movement of the mobile vehicle is determined based on the nose direction of the aircraft at takeoff. For example, if the nose of the aircraft carried by the mobile vehicle is facing the same direction as the head of the mobile vehicle, then the nose direction of the aircraft at takeoff can be determined as the direction of movement of the mobile vehicle. As another example, if the nose of the aircraft carried by the mobile vehicle is facing the opposite direction to the head of the mobile vehicle, then the opposite direction of the nose direction of the aircraft at takeoff can be determined as the direction of movement of the mobile vehicle. This embodiment can quickly and accurately determine the direction of movement of the mobile vehicle using the nose direction of the aircraft at takeoff, without the need for additional sensors, enabling more timely and efficient determination of the direction of movement of the mobile vehicle.

[0194] In some embodiments, the direction of movement of the mobile vehicle is determined based on data obtained from the aircraft's sensors. Since the aircraft is located on the surface of the mobile vehicle or within its cabin, the horizontal direction of movement of the aircraft determined based on the data obtained from its sensors is the direction of movement of the mobile vehicle. For example, the horizontal direction of movement of the aircraft is determined based on satellite positioning data from the aircraft's satellite positioning sensors, and this horizontal direction is then used as the direction of movement of the mobile vehicle. This embodiment can quickly and accurately determine the direction of movement of the mobile vehicle based on data obtained from the aircraft's sensors, and it can obtain the direction of movement of the mobile vehicle without the need for an external vehicle, thus reducing dependence on the mobile vehicle and improving the ease of control of the aircraft.

[0195] In some embodiments, the direction of movement of the moving vehicle is received from the moving vehicle itself. The moving vehicle includes a speed sensor and / or a positioning sensor. The control system of the moving vehicle determines its direction of movement using the speed sensor and / or the positioning sensor and transmits this direction of movement to the aircraft. In this embodiment, the direction of movement of the moving vehicle is determined by the moving vehicle itself, resulting in higher accuracy.

[0196] In some embodiments, after step S303, the method further includes: controlling the aircraft to follow the movement of the moving vehicle in response to the image sensor capturing the moving vehicle. For example, the aircraft can be automatically controlled to follow the movement of the moving vehicle in response to the image sensor capturing the moving vehicle; or, after the image sensor captures the moving vehicle, the aircraft can be controlled to follow the movement of the moving vehicle in response to a follow command triggered by the user. This embodiment, by controlling the aircraft to follow the moving vehicle after it has been captured, facilitates subsequent filming, making the transition between takeoff and filming smoother and improving the filming and control efficiency of the aircraft.

[0197] In some embodiments, the moving vehicle is in a state of uniform motion or variable motion.

[0198] In some embodiments, the aircraft is located on the surface of the moving vehicle or in the cabin of the vehicle before and during takeoff.

[0199] Please refer to Figure 4, which is a schematic block diagram of the structure of a control device for an aircraft provided in an embodiment of this application.

[0200] As shown in Figure 4, the control device 110 of the aircraft includes a processor 111 and a memory 112. The processor 111 and the memory 112 can be connected via a bus 113, such as an I2C (Inter-integrated Circuit) bus. There can be one or more processors 111 and one or more memory 112.

[0201] Specifically, the processor 111 can be a microcontroller unit (MCU), a central processing unit (CPU), or a digital signal processor (DSP), etc.

[0202] Specifically, the processor 111 can be a Flash chip, a read-only memory (ROM) disk, an optical disk, a USB flash drive, or a portable hard drive, etc.

[0203] The memory 112 is used to store computer program instructions, and the processor 111 is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0204] In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft;

[0205] Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

[0206] In some embodiments, the memory 112 is used to store computer program instructions, and the processor 111 is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0207] In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft.

[0208] In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode;

[0209] In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

[0210] In some embodiments, the memory 112 is used to store computer program instructions, and the processor 111 is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0211] In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is obtained;

[0212] Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed;

[0213] In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

[0214] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the control device of the aircraft described above can be referred to the corresponding process in the aforementioned control method embodiments of the aircraft, and will not be repeated here.

[0215] Please refer to Figure 5, which is a schematic block diagram of the structure of an aircraft provided in an embodiment of this application.

[0216] As shown in Figure 5, the aircraft 100 includes a processor 101 and a memory 102. The processor 101 and the memory 102 can be connected via a bus 103, such as an I2C (Inter-integrated Circuit) bus. There can be one or more processors 101 and one or more memory units 102.

[0217] Specifically, the processor 101 can be a microcontroller unit (MCU), a central processing unit (CPU), or a digital signal processor (DSP), etc.

[0218] Specifically, the processor 101 can be a Flash chip, a read-only memory (ROM) disk, an optical disk, a USB flash drive, or a portable hard drive, etc. Optionally, the aircraft 100 may also include a communication interface, a power system, sensors, and attitude control devices (not shown).

[0219] The memory 102 is used to store computer program instructions, and the processor 101 is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0220] In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft;

[0221] Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

[0222] In some embodiments, the memory 102 is used to store computer program instructions, and the processor 101 is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0223] In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft.

[0224] In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode;

[0225] In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

[0226] In some embodiments, the memory 102 is used to store computer program instructions, and the processor 101 is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0227] In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is obtained;

[0228] Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed;

[0229] In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

[0230] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the aircraft described above can be referred to the corresponding process in the aforementioned aircraft control method embodiments, and will not be repeated here.

[0231] Please refer to Figure 6, which is a schematic block diagram of the structure of a control device provided in an embodiment of this application.

[0232] As shown in Figure 6, the control device 200 includes a processor 201 and a memory 202. The processor 201 and the memory 202 can be connected via a bus 203, such as an I2C (Inter-integrated Circuit) bus. There can be one or more processors 201 and one or more memory units 202.

[0233] Specifically, the processor 201 can be a microcontroller unit (MCU), a central processing unit (CPU), or a digital signal processor (DSP), etc.

[0234] Specifically, the processor 201 can be a Flash chip, a read-only memory (ROM) disk, an optical disk, a USB flash drive, or a portable hard drive, etc. Optionally, the control device 200 may also include a communication interface and a user interface (e.g., an input device, a display device) (not shown).

[0235] The memory 202 is used to store computer program instructions, and the processor 201 is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0236] In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft;

[0237] Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

[0238] In some embodiments, the memory 202 is used to store computer program instructions, and the processor 201 is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0239] In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft.

[0240] In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode;

[0241] In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

[0242] In some embodiments, the memory 202 is used to store computer program instructions, and the processor 201 is used to execute the computer program and, when executing the computer program, to perform the following steps:

[0243] In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is obtained;

[0244] Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed;

[0245] In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

[0246] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the control device described above can be referred to the corresponding process in the aforementioned aircraft control method embodiments, and will not be repeated here.

[0247] This application also provides a computer-readable storage medium storing a computer program, the computer program including program instructions, and a processor executing the program instructions to implement the aircraft control method provided in the above embodiments.

[0248] The computer-readable storage medium can be an internal storage unit of the aircraft or control device described in any of the foregoing embodiments, such as a hard disk or memory of the aircraft or control device. The computer-readable storage medium can also be an external storage device of the aircraft or control device, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the aircraft or control device.

[0249] It should be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0250] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0251] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for an aircraft, characterized in that, include: In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft; Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

2. The control method according to claim 1, characterized in that, After the control of the aircraft to take off from the moving vehicle, the method further includes: In response to the aircraft taking off from the moving vehicle to a first altitude, the direction of movement of the moving vehicle is obtained; The flight direction of the aircraft is adjusted according to the direction of movement of the moving vehicle, so that the flight direction of the aircraft is consistent with the direction of movement of the moving vehicle.

3. The control method according to claim 2, characterized in that, The direction of movement of the moving vehicle is determined by identifying the marked objects on the moving vehicle using the aircraft's second sensor.

4. The control method according to claim 3, characterized in that, The second sensor is located on the underside of the aircraft.

5. The control method according to claim 3, characterized in that, The second sensor includes a first image sensor or a point cloud sensor.

6. The control method according to claim 3, characterized in that, The identification object includes a direction identifier, which is used to indicate the direction of movement of the moving vehicle.

7. The control method according to claim 3, characterized in that, The method further includes: In response to the received takeoff command, activate the second sensor; or In response to the aircraft taking off from the moving vehicle to the first altitude, the second sensor is activated.

8. The control method according to claim 2, characterized in that, The first altitude includes the altitude of the aircraft relative to the moving vehicle.

9. The control method according to claim 2, characterized in that, The first altitude is related to the effective detection distance of the aircraft's second sensor.

10. The control method according to any one of claims 1-9, characterized in that, After the control of the aircraft to take off from the moving vehicle, the method further includes: The aircraft is controlled to adjust the shooting direction of its second image sensor so that the second image sensor can capture the moving vehicle.

11. The control method according to claim 10, characterized in that, The control of the aircraft to adjust the shooting direction of the aircraft's second image sensor includes: In response to the aircraft taking off from the moving vehicle to a second altitude, the aircraft is controlled to adjust the shooting direction of the second image sensor, wherein the shooting direction of the second image sensor remains unchanged before the aircraft takes off from the moving vehicle to the second altitude.

12. The control method according to claim 11, characterized in that, The step of controlling the aircraft to adjust the shooting direction of the second image sensor in response to the aircraft taking off from the moving vehicle to a second altitude includes: In response to the aircraft taking off from the moving vehicle to the second altitude, the aircraft is controlled to move away from the moving vehicle in the horizontal direction, and after the aircraft has moved away from the moving vehicle in the horizontal direction by a set distance, the aircraft is controlled to adjust the shooting direction of the second image sensor.

13. The control method according to claim 12, characterized in that, The set distance is related to the second height.

14. The control method according to claim 12, characterized in that, The control of the aircraft to move horizontally away from the moving vehicle includes: The aircraft is controlled to adjust its horizontal speed so that it moves away from the moving vehicle in the horizontal direction.

15. The control method according to claim 14, characterized in that, The control of the aircraft to adjust its horizontal speed includes: Control the aircraft to reduce its horizontal speed, or control the aircraft to increase its horizontal speed.

16. The control method according to claim 10, characterized in that, The method further includes: The aircraft is controlled to adjust the focal length of the second image sensor so that the moving vehicle is positioned within the frame captured by the second image sensor.

17. The control method according to claim 10, characterized in that, The shooting direction of the second image sensor is adjusted by adjusting the attitude of the aircraft.

18. The control method according to claim 10, characterized in that, The shooting direction of the second image sensor is adjusted by adjusting the attitude of the attitude adjustment device in the aircraft, and the second image sensor is mounted on the attitude adjustment device.

19. The control method according to claim 10, characterized in that, The shooting direction of the second image sensor is adjusted by adjusting the attitude of the aircraft and the attitude adjustment device in the aircraft, wherein the second image sensor is mounted on the attitude adjustment device.

20. The control method according to claim 10, characterized in that, The control of the aircraft to adjust the shooting direction of the aircraft's second image sensor includes: The aircraft can be automatically controlled to adjust the shooting direction of its second image sensor, or, in response to an adjustment command triggered by a user, the aircraft can be controlled to adjust the shooting direction of its second image sensor.

21. The control method according to claim 10, characterized in that, The control of the aircraft to adjust the shooting direction of the aircraft's second image sensor includes: In response to the aircraft taking off from the moving vehicle, the aircraft is immediately controlled to adjust the shooting direction of the aircraft's second image sensor.

22. The control method according to any one of claims 10-21, characterized in that, The method further includes: After the second image sensor captures the moving vehicle, the aircraft is controlled to follow the movement of the moving vehicle.

23. The control method according to claim 22, characterized in that, Controlling the aircraft to move in accordance with the movement of the moving vehicle includes: The aircraft is automatically controlled to follow the movement of the moving vehicle, or, in response to a follow command triggered by a user, the aircraft is controlled to follow the movement of the moving vehicle.

24. The control method according to claim 23, characterized in that, The automatic control of the aircraft to follow the movement of the moving vehicle includes: The aircraft is automatically controlled to move in a preset following direction, following the movement of the moving vehicle.

25. The control method according to claim 23, characterized in that, The control of the aircraft to follow the movement of the moving vehicle in response to a user-triggered follow command includes: In response to a user-triggered follow command, the aircraft is controlled to move in the direction selected by the user, following the movement of the moving vehicle; or, In response to a user-triggered follow command, the aircraft is controlled to move in a preset follow direction, following the movement of the moving vehicle.

26. The control method according to claim 10, characterized in that, The control of the aircraft to adjust the shooting direction of the aircraft's second image sensor includes: Based on the position of the moving vehicle, the aircraft is controlled to adjust the shooting direction of its second image sensor.

27. The control method according to claim 26, characterized in that, The position of the moving vehicle is received from the moving vehicle.

28. The control method according to any one of claims 10-27, characterized in that, The method further includes: After the second image sensor captures the moving vehicle, it responds to the target mode selected by the user and controls the aircraft to perform the operation corresponding to the target mode.

29. The control method according to claim 28, characterized in that, The target mode is input by the user through the control system of the mobile vehicle or the control equipment of the aircraft.

30. The control method according to any one of claims 1-29, characterized in that, After the aircraft takes off from the moving vehicle, the method further includes: The aircraft locates itself based on target positioning data.

31. The control method according to claim 30, characterized in that, The target positioning data includes satellite positioning data.

32. The control method according to claim 31, characterized in that, The target positioning data includes fused positioning data, which is obtained by fusing satellite positioning data output by the satellite positioning device of the aircraft and visual positioning data output by the visual positioning device in the aircraft. The first weight used to fuse the visual positioning data output by the visual positioning device in the aircraft after takeoff is less than the second weight used to fuse the visual positioning data output by the visual positioning device in the aircraft before takeoff.

33. The control method according to claim 30 or 31, characterized in that, The target positioning data does not include visual positioning data.

34. The control method according to claim 33, characterized in that, After the aircraft takes off from the moving vehicle, the visual positioning device in the aircraft is turned off.

35. The control method according to claim 33, characterized in that, Before the aircraft takes off from the moving vehicle to a specific location, the visual positioning device in the aircraft is turned off.

36. The control method according to claim 35, characterized in that, The method further includes: In response to the aircraft moving away from the moving vehicle in the horizontal direction, the aircraft is controlled to activate the visual positioning device, the specific position including the position of the aircraft moving away from the moving vehicle in the horizontal direction.

37. The control method according to claim 30 or 31, characterized in that, The target positioning data includes visual positioning data from all sides except the lower visual positioning data.

38. The control method according to claim 37, characterized in that, After the aircraft takes off from the moving vehicle, the visual sensors used to sense the environment below the aircraft are turned off; or, before the aircraft takes off from the moving vehicle to a specific location, the visual sensors used to sense the environment below the aircraft are turned off.

39. The control method according to any one of claims 1-38, characterized in that, Controlling the aircraft to fly along the direction of movement of the moving vehicle at the horizontal speed includes: The aircraft is controlled to fly at a constant speed along the direction of movement of the moving vehicle at the horizontal moving speed.

40. The control method according to any one of claims 1-39, characterized in that, The first sensor includes a speed sensor and / or a positioning sensor, and the horizontal movement speed of the aircraft is determined by data obtained from the first sensor.

41. The control method according to claim 40, characterized in that, The positioning sensor includes a satellite positioning sensor, a visual positioning sensor, or a communication positioning sensor.

42. The control method according to claim 41, characterized in that, The communication positioning sensor includes a Wi-Fi positioning sensor, a cellular network positioning sensor, a Bluetooth positioning sensor, or a ZigBee positioning sensor.

43. The control method according to any one of claims 1-42, characterized in that, The direction of movement of the moving vehicle is determined based on the nose direction of the aircraft at takeoff, the direction of movement of the moving vehicle is determined based on data obtained from the first sensor, or the direction of movement of the moving vehicle is received from the moving vehicle.

44. The control method according to any one of claims 1-43, characterized in that, The moving vehicle is in a state of uniform motion or variable motion.

45. The control method according to any one of claims 1-44, characterized in that, The aircraft is located on the surface of the moving vehicle or in the cabin of the moving vehicle before and during takeoff.

46. ​​A control method for an aircraft, characterized in that, include: In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft. In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode; In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

47. The control method according to claim 46, characterized in that, The aircraft adjusts its flight direction during takeoff from the first type of vehicle according to the first takeoff mode, and does not adjust its flight direction during takeoff from the second type of vehicle according to the second takeoff mode.

48. The control method according to claim 47, characterized in that, The flight direction of the aircraft is adjusted after the aircraft takes off and reaches the first altitude.

49. The control method according to claim 48, characterized in that, The flight direction of the aircraft is adjusted based on the identification results of the marked objects on the first type of vehicle by the second sensor of the aircraft after the aircraft takes off and reaches the first altitude.

50. The control method according to claim 49, characterized in that, The second sensor is located on the underside of the aircraft.

51. The control method according to claim 49, characterized in that, The second sensor includes a first image sensor or a point cloud sensor.

52. The control method according to claim 49, characterized in that, The second sensor is activated when the aircraft takes off from the first type of vehicle in accordance with the first takeoff mode.

53. The control method according to claim 49, characterized in that, The second sensor is activated when the aircraft takes off from the first type of vehicle and reaches the first altitude in accordance with the first takeoff mode.

54. The control method according to claim 49, characterized in that, The identification object includes a direction identifier, which is used to indicate the direction of movement of the first type of vehicle.

55. The control method according to claim 49, characterized in that, The first altitude includes the altitude of the aircraft relative to the first type of vehicle.

56. The control method according to claim 49, characterized in that, The first altitude is related to the effective detection distance of the aircraft's second sensor.

57. The control method according to any one of claims 46-56, characterized in that, In the first takeoff mode, the aircraft flies horizontally at the first horizontal movement speed.

58. The control method according to claim 57, characterized in that, In the first takeoff mode, the aircraft flies along the direction of movement of the first type of vehicle at the first horizontal moving speed.

59. The control method according to claim 58, characterized in that, In the first takeoff mode, the aircraft flies at a constant speed along the direction of movement of the first type of vehicle at the first horizontal moving speed.

60. The control method according to claim 57, characterized in that, During the process from takeoff from the first type of vehicle to takeoff to the second altitude, the aircraft maintains the first horizontal speed.

61. The control method according to claim 60, characterized in that, After the aircraft takes off and reaches the second altitude, the second horizontal movement speed of the aircraft is less than the first horizontal movement speed.

62. The control method according to claim 60, characterized in that, After the aircraft takes off and reaches the second altitude, the second horizontal movement speed of the aircraft is greater than the first horizontal movement speed.

63. The control method according to claim 57, characterized in that, In the first takeoff mode, the aircraft flies horizontally at the first horizontal moving speed and takes off vertically.

64. The control method according to any one of claims 46-57, characterized in that, In the second takeoff mode, the aircraft does not fly horizontally at the first horizontal speed.

65. The control method according to claim 64, characterized in that, In the second takeoff mode, the horizontal speed of the aircraft is not zero, and the horizontal speed at which the aircraft takes off from the first type of vehicle in the first takeoff mode is greater than the horizontal speed at which the aircraft takes off from the second type of vehicle in the second takeoff mode.

66. The control method according to claim 64, characterized in that, In the second takeoff mode, the horizontal movement speed of the aircraft is 0.

67. The control method according to claim 64, characterized in that, In the second takeoff mode, the aircraft takes off vertically.

68. The control method according to any one of claims 46-67, characterized in that, After the aircraft takes off from the first type of vehicle according to the first takeoff mode, the aircraft performs positioning based on the first positioning data. After the aircraft takes off from the second type of vehicle according to the second takeoff mode, the aircraft performs positioning based on the second positioning data. The methods for obtaining the first positioning data and the methods for obtaining the second positioning data are different.

69. The control method according to claim 68, characterized in that, The first positioning data includes satellite positioning data but excludes visual positioning data, and the second positioning data includes both satellite positioning data and visual positioning data.

70. The control method according to claim 68, characterized in that, The first positioning data includes satellite positioning data but excludes visual positioning data in the specified direction, and the second positioning data includes satellite positioning data and visual positioning data in the specified direction.

71. The control method according to claim 70, characterized in that, The designated direction includes the direction below the aircraft.

72. The control method according to any one of claims 46-71, characterized in that, The first trajectory of the aircraft taking off from the first type of vehicle according to the first takeoff mode is different from the second trajectory of the aircraft taking off from the first type of vehicle according to the second takeoff mode.

73. The control method according to claim 72, characterized in that, The angle between the first trajectory and the horizontal plane is less than 90°.

74. The control method according to claim 72, characterized in that, The angle between the second trajectory and the horizontal plane is approximately 90° or 90°.

75. The control method according to any one of claims 46-74, characterized in that, After controlling the aircraft to take off from the first type of vehicle in a first takeoff mode, the method further includes: The aircraft is controlled to adjust the shooting direction of its second image sensor so that the second image sensor can capture the first type of vehicle.

76. The control method according to claim 75, characterized in that, The control of the aircraft to adjust the shooting direction of the aircraft's second image sensor includes: In response to the aircraft taking off from the first type of vehicle to a second altitude, the aircraft is controlled to adjust the shooting direction of the second image sensor, wherein the shooting direction of the second image sensor in the aircraft remains unchanged before the aircraft takes off from the first type of vehicle to the second altitude.

77. The control method according to claim 75, characterized in that, The shooting direction of the second image sensor is adjusted by adjusting the attitude of the aircraft.

78. The control method according to claim 75, characterized in that, The shooting direction of the second image sensor is adjusted by adjusting the attitude of the attitude adjustment device in the aircraft, and the second image sensor is mounted on the attitude adjustment device.

79. The control method according to claim 75, characterized in that, The shooting direction of the second image sensor is adjusted by adjusting the attitude of the aircraft and the attitude adjustment device in the aircraft, wherein the second image sensor is mounted on the attitude adjustment device.

80. The control method according to claim 76, characterized in that, The step of controlling the aircraft to adjust the shooting direction of the second image sensor in response to the aircraft taking off from the first type of vehicle to a second altitude includes: In response to the aircraft taking off from the first type of vehicle to the second altitude, the aircraft is controlled to move away from the first type of vehicle in the horizontal direction, and after the aircraft has moved away from the first type of vehicle by a set distance in the horizontal direction, the aircraft is controlled to adjust the shooting direction of the second image sensor.

81. The control method according to claim 80, characterized in that, The set distance is related to the second height.

82. The control method according to claim 80, characterized in that, The control of the aircraft to move horizontally away from the first type of vehicle includes: The aircraft is controlled to adjust its horizontal speed so that it moves away from the first type of vehicle in the horizontal direction.

83. The control method according to claim 82, characterized in that, The control of the aircraft to adjust its horizontal speed includes: Control the aircraft to reduce its horizontal speed, or control the aircraft to increase its horizontal speed.

84. The control method according to claim 75, characterized in that, The control of the aircraft to adjust the shooting direction of the aircraft's second image sensor includes: In response to the aircraft taking off from the first type of vehicle, the aircraft is immediately controlled to adjust the shooting direction of the aircraft's second image sensor.

85. The control method according to claim 75, characterized in that, The method further includes: After the second image sensor captures the first type of vehicle, the aircraft is controlled to move in accordance with the movement of the first type of vehicle.

86. The control method according to claim 85, characterized in that, The control of the aircraft to follow the movement of the first type of vehicle includes: The aircraft is automatically controlled to follow the movement of the first type of vehicle, or, in response to a follow command triggered by a user, the aircraft is controlled to follow the movement of the first type of vehicle.

87. The control method according to claim 86, characterized in that, The automatic control of the aircraft to follow the movement of the first type of vehicle includes: The aircraft is automatically controlled to follow the movement of the first type of vehicle in a preset following direction.

88. The control method according to claim 86, characterized in that, The control of the aircraft to follow the movement of the moving vehicle in response to a user-triggered follow command includes: In response to a user-triggered follow command, the aircraft is controlled to move in the direction selected by the user, following the movement of the moving vehicle; or, In response to a user-triggered follow command, the aircraft is controlled to move in a preset follow direction, following the movement of the moving vehicle.

89. The control method according to claim 75, characterized in that, The control of the aircraft to adjust the shooting direction of the aircraft's second image sensor includes: Based on the position of the moving vehicle, the aircraft is controlled to adjust the shooting direction of its second image sensor.

90. The control method according to claim 89, characterized in that, The position of the moving vehicle is received from the moving vehicle.

91. The control method according to any one of claims 46-90, characterized in that, After controlling the aircraft to take off from the second type of vehicle in the second takeoff mode, the method further includes: The aircraft is controlled to adjust the shooting direction of its second image sensor so that the second image sensor can capture the second type of vehicle.

92. The control method according to claim 91, characterized in that, The control of the aircraft to adjust the shooting direction of the aircraft's second image sensor includes: In response to the aircraft taking off from the second type of vehicle to a third altitude, the aircraft is controlled to adjust the shooting direction of the aircraft's second image sensor.

93. The control method according to claim 91, characterized in that, The control of the aircraft to adjust the shooting direction of the aircraft's second image sensor includes: The aircraft can be automatically controlled to adjust the shooting direction of its second image sensor, or, in response to an adjustment command triggered by a user, the aircraft can be controlled to adjust the shooting direction of its second image sensor.

94. The control method according to any one of claims 46-93, characterized in that, The first type of vehicle is in a state of uniform motion or variable motion.

95. The control method according to any one of claims 46-94, characterized in that, The second type of vehicle is stationary.

96. The control method according to any one of claims 46-95, characterized in that, The first sensor includes a speed sensor and / or a positioning sensor, and the first horizontal movement speed of the aircraft is determined by data obtained from the first sensor.

97. The control method according to claim 96, characterized in that, The positioning sensor includes a satellite positioning sensor, a visual positioning sensor, or a communication positioning sensor.

98. The control method according to claim 97, characterized in that, The communication positioning sensor includes a Wi-Fi positioning sensor, a cellular network positioning sensor, a Bluetooth positioning sensor, or a ZigBee positioning sensor.

99. The control method according to any one of claims 46-98, characterized in that, The aircraft is located on the surface of the first type of vehicle or the second type of vehicle or in the cabin of the first type of vehicle or the second type of vehicle before and during takeoff.

100. A control method for an aircraft, characterized in that, include: In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is obtained; Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed; In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

101. The control method according to claim 100, characterized in that, The horizontal speed of the aircraft is determined by the aircraft's sensors.

102. The control method according to claim 100, characterized in that, The horizontal speed of the moving vehicle is received by the aircraft from the moving vehicle.

103. The control method according to any one of claims 100-102, characterized in that, The control of the aircraft to adjust the shooting direction of the image sensor includes: In response to the aircraft taking off from the moving vehicle and reaching the target altitude, the aircraft is controlled to adjust the shooting direction of the image sensor, wherein the shooting direction of the image sensor remains unchanged before the aircraft takes off and reaches the target altitude.

104. The control method according to any one of claims 100-102, characterized in that, The control of the aircraft to adjust the shooting direction of the image sensor includes: In response to the aircraft taking off from the moving vehicle, the aircraft is immediately controlled to adjust the shooting direction of the image sensor.

105. The control method according to claim 103 or 104, characterized in that, The image sensor's shooting direction is adjusted by adjusting the aircraft's attitude.

106. The control method according to claim 103 or 104, characterized in that, The image sensor's shooting direction is adjusted by adjusting the attitude of the attitude adjustment device in the aircraft, and the image sensor is mounted on the attitude adjustment device.

107. The control method according to claim 103 or 104, characterized in that, The image sensor's shooting direction is adjusted by adjusting the attitude of the aircraft and the attitude adjustment device in the aircraft, with the image sensor mounted on the attitude adjustment device.

108. The control method according to claim 103, characterized in that, The step of controlling the aircraft to adjust the image sensor's shooting direction after the aircraft takes off from the moving vehicle and reaches the target altitude includes: In response to the aircraft taking off from the moving vehicle to the target altitude, the aircraft is controlled to move away from the moving vehicle in the horizontal direction, and after the aircraft has moved away from the moving vehicle in the horizontal direction by a set distance, the aircraft is controlled to adjust the shooting direction of the image sensor.

109. The control method according to claim 108, characterized in that, The control of the aircraft to move horizontally away from the moving vehicle includes: The aircraft is controlled to adjust its horizontal speed so that it moves away from the moving vehicle in the horizontal direction.

110. The control method according to claim 109, characterized in that, The control of the aircraft to adjust its horizontal speed includes: Control the aircraft to reduce its horizontal speed; or Control the aircraft to increase its horizontal speed.

111. The control method according to any one of claims 100-110, characterized in that, The direction of movement of the moving vehicle is determined based on the nose direction of the aircraft during takeoff, or based on data obtained from the aircraft's sensors, or received from the moving vehicle itself.

112. The control method according to any one of claims 100-111, characterized in that, After controlling the aircraft to adjust the shooting direction of the image sensor, the method further includes: In response to the image sensor capturing the moving vehicle, the aircraft is controlled to move in accordance with the movement of the moving vehicle.

113. The control method according to claim 112, characterized in that, Controlling the aircraft to move in accordance with the movement of the moving vehicle includes: In response to the image sensor capturing the moving vehicle, the aircraft is automatically controlled to follow the movement of the moving vehicle; or, In response to a user-triggered follow command, the aircraft is controlled to move in accordance with the movement of the moving vehicle.

114. The control method according to any one of claims 100-113, characterized in that, The control of the aircraft to adjust the shooting direction of the image sensor includes: In response to the aircraft taking off, the aircraft is automatically controlled to adjust the shooting direction of the image sensor, or, in response to an adjustment command triggered by the user, the aircraft is controlled to adjust the shooting direction of the image sensor.

115. The control method according to any one of claims 100-114, characterized in that, The moving vehicle is in a state of uniform motion or variable motion.

116. The control method according to any one of claims 100-115, characterized in that, The aircraft is located on the surface of the moving vehicle or in the cabin of the moving vehicle before and during takeoff.

117. A control device for an aircraft, characterized in that, The device includes: a memory and a processor, the memory for storing a computer program; the processor for executing the computer program and, when executing the computer program, performing the following steps: In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft; Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

118. An aircraft, characterized in that, include: 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 perform the following steps: In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft; Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

119. A control device, characterized in that, include: 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 perform the following steps: In response to a received takeoff command, the horizontal movement speed of the aircraft is acquired, the horizontal movement speed being determined based on a first sensor of the aircraft, wherein the control device establishes a communication connection with the aircraft; Control the aircraft to take off from the moving vehicle and to fly in the direction of movement of the moving vehicle at the horizontal speed.

120. A control device for an aircraft, characterized in that, The device includes: a memory and a processor, the memory for storing a computer program; the processor for executing the computer program and, when executing the computer program, performing the following steps: In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft. In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode; In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

121. An aircraft, characterized in that, include: 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 perform the following steps: In response to a received takeoff command, the aircraft acquires a first horizontal speed, which is determined based on a first sensor of the aircraft. In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode; In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

122. A control device, characterized in that, include: 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 perform the following steps: In response to a received takeoff command, the first horizontal speed of the aircraft is acquired, the first horizontal speed being determined based on a first sensor of the aircraft, wherein the control device establishes a communication connection with the aircraft; In response to the first horizontal movement speed being greater than or equal to a speed threshold, the aircraft is controlled to take off from a first type of vehicle in a first takeoff mode; In response to the first horizontal movement speed being less than the speed threshold, the aircraft is controlled to take off from a second type of vehicle in a second takeoff mode, wherein the first takeoff mode is different from the second takeoff mode, and the movement speed of the first type of vehicle is greater than the movement speed of the second type of vehicle.

123. A control device for an aircraft, characterized in that, The device includes: a memory and a processor, the memory for storing a computer program; the processor for executing the computer program and, when executing the computer program, performing the following steps: In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is obtained; Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed; In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

124. An aircraft, characterized in that, include: 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 perform the following steps: In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is obtained; Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed; In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

125. A control device, characterized in that, include: 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 perform the following steps: In response to a received takeoff command, the horizontal speed of the aircraft and / or the moving vehicle is acquired, wherein the control device establishes a communication connection with the aircraft; Control the aircraft to take off from the moving vehicle and to fly along the direction of movement of the moving vehicle at the horizontal speed; In response to the aircraft taking off, the aircraft is controlled to adjust the shooting direction of the image sensor so that the image sensor can capture the moving vehicle.

126. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, causes the processor to implement the control method for the aircraft as described in any one of claims 1-116.

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