Route planning method, aircraft control method, apparatus, and flight system

Abstract

A route planning method, an aircraft control method, an apparatus, and a flight system. The route planning method comprises: acquiring information related to an airport deployment point, wherein the information comprises position information of the airport deployment point (S302); determining position information of a target point, wherein the position information of the target point is associated with the information related to the airport deployment point, the flight environment quality of the target point is superior to the flight environment quality of the airport deployment point, the higher the flight environment quality, the safer the flight of an aircraft, a horizontal distance exists between the position of the target point and the position of the airport deployment point, and a height difference exists between the target point and the airport deployment point (S304); and on the basis of the position information of both the target point and the airport deployment point, planning a target route, wherein the target route comprises a route of the aircraft between the airport deployment point and the target point for the aircraft to fly along the route to land at the airport deployment point from the target point, and / or to fly along the route to take off from the airport deployment point to the target point (S306). The method enables an airport to be deployed in complex scenarios, thereby expanding application scenarios of the aircraft.

Description

Route planning methods, aircraft control methods, devices and flight systems Technical Field

[0001] This application relates to the field of aircraft technology, and more specifically, to a route planning method, an aircraft control method, a device, and a flight system. Background Technology

[0002] Currently, most aircraft take off and land at airports using vertical takeoff and landing (VTOL). To ensure flight safety during takeoff and landing, this method requires airports to be located in open areas. However, in complex environments such as near low walls, buildings, metal structures, or mountains, VTOL is prone to interference with the aircraft's positioning signals, leading to positioning failures during takeoff and landing. In severe cases, this could result in a crash, compromising flight safety. Therefore, airports cannot be deployed in these complex environments, limiting the application scenarios for aircraft. Summary of the Invention

[0003] In view of this, this application provides a route planning method, an aircraft control method, an apparatus, and a flight system.

[0004] According to a first aspect of this application, a route planning method is provided, the method comprising:

[0005] Obtain relevant information about airport deployment points, wherein the relevant information includes the location information of the airport deployment points;

[0006] The location information of the target point is determined, wherein the location information of the target point is associated with the relevant information of the airport deployment point, the flight environment quality of the target point is better than that of the airport deployment point, the higher the flight environment quality, the safer the aircraft flight, the horizontal distance between the location of the target point and the location of the airport deployment point, and the height difference between the height of the target point and the height of the airport deployment point.

[0007] Based on the location information of the target point and the airport deployment point, a target route is planned, wherein the target route includes the route of the aircraft between the airport deployment point and the target point, for the aircraft to execute the route to land from the target point to the airport deployment point, or / and to execute the route to take off from the airport deployment point to the target point.

[0008] By identifying target points with better flight environment quality than the airport deployment point based on relevant information, a flight path is planned from the airport deployment point to the target point to ensure safe flight of the aircraft between the two locations. When the aircraft takes off from the airport deployment point, it can first be controlled to follow this flight path to safely reach the target point with better flight environment quality before proceeding with subsequent operations. Similarly, when the aircraft lands at the airport deployment point, it can first be controlled to reach the target point with better environment quality before following the same flight path to safely land. By selecting a target point with better flight environment quality near the airport deployment point as a transit point for aircraft takeoff and landing, and planning corresponding flight paths for safe takeoff and landing, even in complex scenarios, safe takeoff and landing can be guaranteed. This allows airports to be deployed in complex environments and expands the application scenarios of the aircraft.

[0009] According to a second aspect of this application, an aircraft control method is provided, the method comprising:

[0010] Obtain a pre-planned target flight path, wherein the target flight path includes the flight path of the aircraft between the airport deployment point and the target point, the flight environment quality of the target point is better than that of the airport deployment point, the higher the flight environment quality, the safer the aircraft flight, the horizontal distance between the position of the target point and the position of the airport deployment point, and the height difference between the height of the target point and the height of the airport deployment point;

[0011] In response to takeoff and landing control commands, the aircraft is controlled to execute the target route for takeoff and landing.

[0012] By identifying target points with better flight environment quality based on relevant information from airport deployment points, a target route from the airport deployment point to the target point is planned, and the aircraft take-off and landing are controlled based on the target route. Even in complex scenarios where the airport is deployed, the safe take-off and landing of the aircraft can be guaranteed.

[0013] According to a third aspect of this application, an aircraft control method is provided, the method comprising:

[0014] Obtain a target route and a work route, wherein the target route is used for the aircraft to perform take-off and landing operations, and the work route is used for the aircraft to perform work tasks.

[0015] The aircraft is controlled to move from the airport deployment point to the takeoff point. The path points of the target route include the airport deployment point and the takeoff point. The position of the takeoff point is basically the same as the position of the airport deployment point in the horizontal direction, and the altitude of the takeoff point is greater than the altitude of the airport deployment point.

[0016] The aircraft is controlled to move from the takeoff point to the target point. The path points of the target route also include the target point. The position of the target point is separated from the position of the takeoff point in the horizontal direction. The height of the target point is greater than the height of the takeoff point. The flight environment quality of the target point is better than the flight environment quality of the airport deployment point. The higher the flight environment quality, the safer the aircraft flight.

[0017] The aircraft is controlled to move from the target point to the operation start point and perform the operation task, wherein the operation route includes the operation start point, and the position of the operation start point is different from the position of the target point.

[0018] By identifying target points with better flight environment quality based on relevant information from airport deployment points, a flight path is planned from the airport deployment point to the target point to ensure safe flight of the aircraft between the two locations. When the aircraft arrives at the takeoff point, it does not move directly to the operation start point. Instead, it is first guided to the target point with better flight environment quality, and then flies from the target point to the operation start point. This ensures that the aircraft can safely take off from the airport deployment point when performing operational tasks.

[0019] According to a fourth aspect of this application, a method for controlling an aircraft is provided, the method comprising:

[0020] In response to the fact that the accuracy of the visual positioning result and / or satellite positioning result of the aircraft does not meet the preset conditions, the onboard imaging device of the aircraft is controlled to track and identify the relevant features of the airport;

[0021] Based on the tracking information of the airport's relevant features tracked by the imaging device on the aircraft, the active ranging sensor on the aircraft is controlled to move toward the airport for detection, and the active ranging sensor is capable of emitting detection signals;

[0022] The aircraft is located based on the detection information from the active ranging sensor onboard the aircraft.

[0023] When the accuracy of the aircraft's visual positioning results and / or satellite positioning results is low, the aircraft's onboard imaging device can track the relevant features of the airport, and based on the tracking information, control the aircraft's onboard active ranging sensor to move toward the airport to obtain detection information. Based on this detection information, the aircraft can be positioned, thus ensuring the safe take-off and landing of the aircraft even in scenarios where the accuracy of visual positioning results and / or satellite positioning results is low.

[0024] According to a fifth aspect of this application, an apparatus for route planning is provided, comprising:

[0025] At least one processor;

[0026] At least one memory including computer program code, wherein at least one of the memory and the computer program code, together with at least one of the processors, are configured to cause the apparatus to perform at least the methods mentioned in the first aspect above.

[0027] According to a sixth aspect of this application, a control device for an aircraft is provided, comprising:

[0028] At least one processor;

[0029] At least one memory including computer program code, wherein at least one of the memory and the computer program code, together with at least one of the processors, are configured to cause the control device to perform at least the methods mentioned in any one of the second to fourth aspects above.

[0030] According to the seventh aspect of this application, a flight system is provided, including a route planning terminal and an aircraft.

[0031] The route planning terminal can be used to execute the following methods:

[0032] Obtain relevant information about airport deployment points, wherein the relevant information includes the location information of the airport deployment points;

[0033] The location information of the target point is determined, wherein the location information of the target point is associated with the relevant information of the airport deployment point, the flight environment quality of the target point is better than that of the airport deployment point, the higher the flight environment quality, the safer the aircraft flight, the horizontal distance between the location of the target point and the location of the airport deployment point, and the height difference between the height of the target point and the height of the airport deployment point.

[0034] Based on the location information of the target point and the airport deployment point, a target route is planned, wherein the target route includes the route of the aircraft between the airport deployment point and the target point, for the aircraft to execute the route to land from the target point to the airport deployment point, or / and to execute the route to take off from the airport deployment point to the target point;

[0035] The aircraft is capable of performing the following methods:

[0036] Obtain the target route;

[0037] In response to takeoff and landing control commands, the aircraft is controlled to execute the target route for takeoff and landing.

[0038] According to an eighth aspect of this application, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed, implements the methods mentioned in the first to fourth aspects above. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 is a schematic diagram of an aircraft taking off and landing from an airport in an open environment using a vertical take-off and landing method.

[0041] Figure 2 is a schematic diagram of an aircraft taking off and landing from an airport in a complex environment using a vertical take-off and landing method.

[0042] Figure 3 is a flowchart of a route planning method according to an embodiment of this application.

[0043] Figure 4 is a schematic diagram of determining a target point according to an embodiment of this application.

[0044] Figure 5 is a schematic diagram of a target flight path according to an embodiment of this application.

[0045] Figure 6 is a schematic diagram of the target route according to another embodiment of this application.

[0046] Figure 7 is a schematic diagram of the target route according to another embodiment of this application.

[0047] Figure 8 is a schematic diagram of the observation of the airport by the aircraft of this application when it is located on different sides of the target flight path.

[0048] Figure 9 is a flowchart of an aircraft control method according to an embodiment of this application.

[0049] Figure 10 is a flowchart of an aircraft control method according to another embodiment of this application.

[0050] Figure 11 is a flowchart of an aircraft control method according to another embodiment of this application.

[0051] Figure 12 is a schematic diagram of the logic structure of a route planning device according to an embodiment of this application.

[0052] Figure 13 is a schematic diagram of the logic structure of an aircraft control device according to an embodiment of this application. Detailed Implementation

[0053] 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, and 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.

[0054] It should be understood that the following general description and the subsequent detailed description are exemplary and explanatory only, and are not intended to limit this application.

[0055] As shown in Figure 1, most aircraft take off and land at airports using vertical takeoff and landing (VTOL). To ensure flight safety during takeoff and landing, this VTOL method requires airports to be deployed in open areas. However, in complex environments such as near low walls, buildings, power towers, or mountains, this VTOL method is prone to interference with the aircraft's positioning signal, leading to positioning failure during takeoff and landing. Furthermore, numerous obstacles near the airport deployment point can cause collisions, potentially resulting in crashes and compromising flight safety. For example, in scenarios where airports are deployed near buildings, the positioning signal received by the aircraft may be blocked by the buildings, and visual positioning may also fail at night. In such scenarios, aircraft are prone to crashing into buildings during takeoff and landing. Similarly, as shown in Figure 2, in scenarios where airports are deployed near power towers (such as 4G / 5G base stations), strong signal interference at the tower's tip can cause positioning failures and crashes if the aircraft climbs or lands near the tower's tip. For example, in scenarios where there might be protruding objects (such as antennas or power lines) above the airport, if an aircraft takes off or lands vertically, it could collide with these protrusions and crash. Clearly, current vertical takeoff and landing (VTOL) methods limit the deployment location of airports, making it impossible to deploy them in the aforementioned complex scenarios.

[0056] However, there are some scenarios where it may be necessary to deploy airports in the aforementioned complex environments to facilitate aircraft operations. For example, it may be necessary to deploy airports near railway towers to facilitate aircraft operations such as power grid inspection. Current take-off and landing methods limit the application of aircraft in these scenarios.

[0057] In order to deploy airports in the aforementioned complex scenarios and ensure the safe take-off and landing of aircraft in such airports, this application provides a route planning method and an aircraft control method. The route planning method can be used to plan routes that guide aircraft to take off and land safely in the deployed airports, and the aircraft control method can be used to control the aircraft to take off and land safely in the airports based on the planned routes.

[0058] In this application embodiment, the airport deployment point may refer to the location or range of the airport that the user predetermines as the location where the airport is to be deployed, or it may refer to the actual location or range of the airport where it is deployed.

[0059] In some scenarios, the airport in this application embodiment can refer to a physical airport, such as an aircraft's landing bay, and the airport deployment point can be the deployment location of that physical airport. In other scenarios, the airport in this application embodiment can also refer to a landing platform used for parking aircraft, such as an apron, and the airport deployment point can be a location on the apron used for parking aircraft.

[0060] The aircraft mentioned in this application embodiment may include rotorcraft or fixed-wing-rotor hybrid aircraft. Rotorcraft may be single-rotor, dual-rotor, tri-rotor, quadcopter, hexacopter, octocopter, decacopter, or dodeccopter. Aircraft may include, but are not limited to, manned aircraft, logistics aircraft, aerial photography aircraft, agricultural plant protection aircraft, and industry rescue aircraft. The above are merely illustrative examples, and this application embodiment does not specifically describe the types of aircraft. Aircraft include unmanned aerial vehicles (UAVs) and manned aircraft. Aircraft can be used for tasks such as aerial photography, aerial reconnaissance, geographic mapping, environmental monitoring, and security patrol.

[0061] The ground control equipment mentioned in this application embodiment can be various devices that are communicatively connected to the mobile platform for controlling the mobile platform. For example, it can be a remote control, mobile phone, tablet, computer, wearable device such as head-mounted glasses, ground base station, etc. that are associated with the mobile platform. This application embodiment will not elaborate on these details.

[0062] The following first introduces the route planning method provided in the embodiments of this application. This route planning method can be executed by a route planning terminal, which may include one or more of the following: the aircraft itself, the aircraft's ground control equipment, and a server communicatively connected to the aircraft. Specific details are not elaborated upon in the embodiments of this application. In some embodiments, the route planning terminal may be the aircraft itself. For example, the aircraft can automatically plan routes based on pre-designed rules, or the aircraft itself may include an interface that allows interaction with the user to facilitate route planning. In some embodiments, the route planning terminal may be the aircraft's ground control equipment, such as a remote controller, computer, wearable device, etc., that can control the aircraft, allowing the user to plan the aircraft's movement route through these control devices. In some embodiments, the route planning terminal may include a server communicatively connected to the aircraft, allowing the user to plan the aircraft's movement route through the server.

[0063] As shown in Figure 3, this route planning method may include the following steps:

[0064] S302. Obtain relevant information about airport deployment points;

[0065] In some instances, the information related to airport deployment sites may include the location information of the airport deployment site. For example, in some scenarios, the location information of the airport deployment site may include absolute location information, such as the latitude and longitude of the airport deployment site; in other scenarios, the location information of the airport deployment site may include relative location information, such as the relative location information of the airport deployment site and the nearby tower. In some scenarios, this information may also include information characterizing the flight environment quality of the airport deployment site, such as one or more of the following: the distribution of obstacles around the airport deployment site, the signal interference situation at the airport deployment site, and the signal obstruction situation.

[0066] S304. Determine the location information of the target point.

[0067] In some of these instances, the location information of the target point is associated with the relevant information of the airport deployment point, so as to quickly determine the location information of the target point through the relevant information of the airport deployment point.

[0068] In some of these instances, the flight environment quality of the target point is superior to that of the airport deployment point. The higher the flight environment quality, the safer the aircraft flight, thus improving the takeoff and landing safety of the aircraft through the setting of the target point.

[0069] In some of these instances, the location of the target point is horizontally spaced from the location of the airport deployment point, so that the aircraft can more easily detect the airport deployment point from the location of the target point.

[0070] In some of these instances, there is an altitude difference between the target point and the airport deployment point, so that the aircraft can more easily detect the airport deployment point from the location of the target point.

[0071] In some instances, the location information of a target point can be determined based on information related to the airport deployment point. This involves a horizontal distance between the target point and the airport deployment point, a height difference between the two points, and a superior flight environment quality for the target point compared to the airport deployment point. In some scenarios, constraints exist between the target and airport deployment point locations, such as limiting the horizontal and vertical distances to a preset limit. For any given location, the flight environment quality characterizes the safety of the aircraft flying at that point; higher flight quality indicates safer flight. For example, flight environment quality is related to the distribution of obstacles around the location, the degree of interference with signals received by the aircraft at that location, and the openness of the location. The fewer obstacles around a location, the better the flight environment quality at that location; the less interference the signal received by the aircraft when it is at that location, the better the flight environment quality at that location; the more open the location, the better the flight environment quality at that location.

[0072] S306. Based on the location information of the target point and the airport deployment point, plan the target route.

[0073] In some of these instances, the target route includes a route for the aircraft between the airport deployment point and the target point, for the aircraft to execute the route to land from the target point to the airport deployment point, or / and to execute the route to take off from the airport deployment point to the target point, so that the aircraft can more safely return to the airport deployment point or fly to the target point.

[0074] In step S306, after determining the location information of the target point, a target route can be planned based on the location information of the airport deployment point and the location information of the target point. The target route includes the route between the airport deployment point and the target point for the aircraft to execute the route to land from the target point to the airport deployment point, and / or for the aircraft to execute the route to take off from the airport deployment point to the target point.

[0075] In this embodiment of the application, the aircraft executing the route can mean that the aircraft moves along the route. Of course, in some embodiments, it can also mean that the aircraft performs movements related to the route, such as the aircraft moving 5m eastward along the route to perform the operation.

[0076] In this embodiment, a target point with better flight environment quality than the airport deployment point is first determined based on relevant information about the airport deployment point. Then, a flight path from the airport deployment point to the target point is planned to ensure safe flight of the aircraft between the airport deployment point and the target point. When the aircraft takes off from the airport deployment point, it can be controlled to follow this flight path to safely reach the target point with better flight environment quality before performing subsequent operations. When the aircraft lands at the airport deployment point, it can also be controlled to fly to the target point with better environment quality first, and then follow the flight path from the target point to safely land at the airport deployment point. By selecting a target point with better flight environment quality near the airport deployment point as a transit point for aircraft takeoff and landing, and planning a corresponding flight path for safe takeoff and landing, even if the airport is deployed in the aforementioned complex scenario, the safe takeoff and landing of the aircraft can be guaranteed. This allows airports to be deployed in complex scenarios and expands the application scenarios of the aircraft.

[0077] In some embodiments, the airport deployment point can be a pre-defined location or range that the user intends to use for airport deployment. Considering that not all locations are suitable for airport deployment—for example, some locations have particularly poor flight environment quality and may not be suitable—while others have excellent flight environment quality, allowing not only airport deployment but also direct vertical takeoff and landing (VTOL) without the need for additional flight path planning, after obtaining relevant information about the airport deployment point, it's possible to first determine whether the location is suitable for deployment and, after deployment, which takeoff and landing method is appropriate for the aircraft.

[0078] For example, in some embodiments, if the flight environment quality of an airport deployment point is worse than a preset first quality, the user can be prompted that the airport deployment point cannot be used for airport deployment. The first quality can be a pre-set quality condition. If the flight environment quality of an airport deployment point is worse than the first quality, it means that the flight environment quality of that airport deployment point is very poor and unsuitable for airport deployment. Therefore, the user can be prompted to select a different airport deployment point. In some cases, the flight environment quality may include the strength of interference signals, with the first quality being a threshold for the strength of interference signals. If the strength of the interference signal at a certain airport deployment point is greater than the first quality, then the airport deployment point is determined to be unsuitable for airport deployment.

[0079] In some embodiments, if the flight environment quality of the airport deployment point is better than a second quality level, the user is prompted that the airport deployment point is suitable for deployment and that the aircraft can take off and land at the airport deployment point using vertical takeoff and landing (VTOL). The second quality level can be a pre-set quality condition. A first quality level is worse than the second quality level. If the flight environment quality of the airport deployment point is better than the second quality level, it indicates that the flight environment quality of the airport deployment point is very good. For example, the airport deployment point is very open, meaning that the airport deployment point is suitable for deployment, and the aircraft can directly take off and land at the airport deployment point using VTOL, ensuring flight safety during takeoff and landing. In this case, the user can be prompted that the airport deployment point is suitable for deployment and that the aircraft can take off and land at the airport deployment point using VTOL.

[0080] In some embodiments, if the flight environment quality of the airport deployment point is better than or equal to a preset first quality and worse than a preset second quality, then the step of determining the location information of the target point is performed. If the flight environment quality of the airport deployment point is at an intermediate level, that is, not to the point where the airport cannot be deployed, and the aircraft cannot directly take off and land at the airport deployment point using vertical take-off and landing, then the step of determining the target point described above can be performed. That is, the airport can be deployed at the airport deployment point, but a target flight path must be planned to ensure the safe take-off and landing of the aircraft at the airport deployed at the airport deployment point.

[0081] To reduce energy consumption and improve efficiency during aircraft takeoff and landing, the target point can be a location where the flight environment quality meets certain conditions and the distance to the airport deployment point is as close as possible.

[0082] In some embodiments, the vertical distance between the target point and the airport deployment point is less than a preset first distance threshold. An excessively large vertical distance between the target point and the airport deployment point may cause the aircraft to fly excessively long distances during takeoff or return, increasing the aircraft's energy consumption. Therefore, the vertical distance between the target point and the airport deployment point can be controlled within the first distance threshold to avoid it being too large. This first distance threshold can be set based on actual needs. For example, in some embodiments, the vertical distance between the target point and the airport deployment point can be controlled within 60m.

[0083] In some embodiments, the horizontal distance between the target point and the airport deployment point is less than a preset second distance threshold. Similarly, if the horizontal distance between the target point and the airport deployment point is too large, it may cause the aircraft to fly more unnecessary distances during takeoff or return, increasing the aircraft's energy consumption. Therefore, the vertical distance between the target point and the airport deployment point can be controlled within the second distance threshold to avoid it being too large. The second distance threshold can be set based on actual needs. For example, in some embodiments, the horizontal distance between the target point and the airport deployment point can be controlled within 100m.

[0084] In some embodiments, the flight environment quality of a target point includes the degree of signal interference and / or the openness of the target point. For example, the lower the degree of signal interference at a target point, the better its flight environment quality; the higher the openness of the target point, the better its flight environment quality.

[0085] In some embodiments, the signal interference level at the target point meets preset interference conditions, and the openness of the target point meets preset openness conditions. To ensure flight safety during takeoff and landing, the target point is often selected as a location with good flight environment quality, that is, the target point can be a relatively open location with low signal interference, ensuring that the aircraft can fly safely at the target point.

[0086] In some embodiments, the signal interference level at the target point meets the preset interference conditions, including one or more of the following: the number of satellites that can be searched when the aircraft is at the target point is greater than a preset number threshold, the strength of the positioning signal received when the aircraft is at the target point is greater than a preset first strength threshold, and the strength of the interference signal received when the aircraft is at the target point is less than a preset second strength threshold.

[0087] The more satellites that can be searched when the aircraft is at the target point, the less the satellite signal is blocked when the aircraft is at the target point. In order to ensure the effectiveness of the satellite signals received by the aircraft, the number of satellites that can be searched when the aircraft is at the target point can be greater than a preset number threshold. The preset number threshold can be flexibly set based on actual needs.

[0088] The weaker the positioning signal received by the aircraft when it is at the target point, the more severe the signal interference at that point. In order to ensure the effectiveness of the positioning signal, the strength of the positioning signal received by the aircraft when it is at the target point can be greater than a preset first strength threshold. The first strength threshold can be flexibly set based on actual needs.

[0089] The higher the strength of the interference signal received by the aircraft when it is at the target point, the more severe the signal interference at that location. To ensure the effectiveness of the positioning signal, the strength of the interference signal received by the aircraft when it is at the target point can be less than a preset second strength threshold, which can be flexibly set based on actual needs.

[0090] In some embodiments, the openness of the target point meets the preset openness conditions including one or more of the following: the proportion of sky in the sky image collected when the aircraft is at the target point is greater than a preset first proportion; the proportion of the obscured satellite trajectory to the total trajectory in the sky image collected when the aircraft is at the target point is less than a preset second proportion; and the horizontal distance between the aircraft and the obstacle when the aircraft is at the target point is greater than a preset distance.

[0091] When the aircraft is located at the target point, its imaging device can be controlled to rotate around the yaw axis to acquire a sky image. The proportion of sky in the sky image can then be determined. If the sky proportion is small, it indicates that there may be many obstacles above the target point, potentially causing severe signal obstruction when the aircraft is at the target point, and increasing the risk of collisions with obstacles during upward flight. Therefore, to ensure the quality of the flight environment at the target point, the sky proportion in the sky image acquired when the aircraft is at the target point can be greater than a preset first proportion. This first proportion can be flexibly set based on actual needs.

[0092] Similarly, if there are many obstacles above the target point, the proportion of obscured satellite trajectories to the total trajectory in the sky image acquired by the aircraft when it is at the target point will be relatively large. That is, most of the satellite trajectories will be obstructed by obstacles, resulting in blocked satellite signals. Therefore, in order to ensure the quality of the flight environment at the target point, the proportion of obscured satellite trajectories to the total trajectory in the sky image acquired by the aircraft when it is at the target point can be less than a preset second proportion, which can be flexibly set based on actual needs.

[0093] Furthermore, if the horizontal distance between the aircraft and the obstacle is too small when the aircraft is at the target point, it is also easy for the aircraft to collide with the obstacle. To ensure flight safety, the horizontal distance between the aircraft and the obstacle when the aircraft is at the target point is greater than a preset distance. The preset distance can be flexibly set based on actual needs, and the preset distance can be different in different scenarios.

[0094] In some embodiments, when determining the location information of a target point, the aircraft can be controlled to move to a candidate point. If the flight environment quality of the candidate point meets a preset quality condition, then the candidate point is selected as the target point. Meeting the preset quality condition for the flight environment quality may mean that the signal interference level of the candidate point meets a preset interference condition and / or that the openness of the candidate point meets a preset openness condition. It should be understood that in other embodiments, the aircraft may not be controlled to move to a candidate point, but rather the user may select a point in space as the candidate point. For example, the user may select a point of interest on a 3D map or LiveView screen, and the flight environment quality at that point may be determined based on nearby sensing devices or historical data.

[0095] In some embodiments, the flight environment quality of a candidate point can be determined based on environmental data collected by the aircraft. For example, after controlling the aircraft to move to a candidate point, environmental data collected by the aircraft can be used to determine the flight environment quality of the candidate point. This environmental data can include various data that characterize the quality of the flight environment, such as sky images collected by the aircraft, horizontal distances detected by the aircraft between the aircraft and obstacles, satellite search data, and the intensity of positioning signals and / or interference signals received by the aircraft. The satellite search data includes at least the number of satellites that the aircraft can detect.

[0096] In some embodiments, when controlling the aircraft to move to a candidate point, the aircraft can be controlled to move to the candidate point according to the user's instructions. For example, the user can manually control the aircraft to move to a certain location and then use that location as a candidate point. In this case, a location with better flight environment quality can be selected as a candidate point based on the user's observation of the surrounding environment, making it convenient to quickly select a suitable target point.

[0097] In some embodiments, when controlling the aircraft to move to a candidate point, the aircraft can also be automatically controlled to move to the candidate point. For example, the user can predetermine certain location points as candidate points, or the user can pre-set the rules for determining candidate points. The aircraft can automatically fly to these pre-determined candidate points, or the aircraft can determine the position of the candidate points based on the pre-set candidate point determination rules, and then automatically move to these candidate points.

[0098] In some embodiments, the candidate points include a plurality of pre-defined candidate points located at different heights above the airport deployment point. For example, the candidate points may be located at positions 0.5m, 5m, 40m, and 60m directly above the airport deployment point.

[0099] In some embodiments, the quality conditions that the flight environment quality must meet are different for candidate points at different altitudes. Considering that the probability of an aircraft colliding with a candidate point is different when the aircraft is located at that candidate point, in order to ensure flight safety, the quality conditions that the flight environment quality must meet for candidate points at different altitudes can be set differently when selecting a target point from the candidate points.

[0100] In some embodiments, the flight environment quality requirements for candidate points at higher altitudes are higher. Considering scenarios where airport deployment points are located near metal structures, buildings, etc., the higher the candidate point, the more severe the flight environment may be, increasing the likelihood of a collision. For example, with metal structures, the higher the structure, the stronger the interference signal, making it easier for the aircraft to lose its positioning and collide with it. Therefore, to ensure flight safety, the quality requirements for the flight environment of candidate points at higher altitudes can be set higher. For example, for higher-altitude candidate points, the horizontal distance between the aircraft and obstacles must be greater to be selected as a target point. Alternatively, for higher-altitude candidate points, the sky must occupy a larger portion of the acquired sky image to be selected as a target point.

[0101] In some embodiments, the flight environment quality of the candidate point meets preset quality conditions, including one or more of the following: the horizontal distance between the aircraft and obstacles when the aircraft is at the candidate point is greater than a preset distance; the proportion of sky in the sky image acquired when the aircraft is at the candidate point is greater than a preset first proportion; and the signal interference level when the aircraft is at the candidate point is less than a preset interference level threshold. Wherein, the preset distance is positively correlated with the altitude of the candidate point, the first proportion is positively correlated with the altitude of the candidate point, and the interference level threshold is negatively correlated with the altitude of the candidate point. For example, assuming the candidate points are candidate points A, B, C, and D located 0.5m, 5m, 40m, and 60m above the airport deployment point, respectively, the conditions for candidate points A, B, C, and D to be determined as target points are as follows:

[0102] Candidate point A: (1) When the aircraft is located at this candidate point, its horizontal distance from the obstacle is greater than 2.5m; (2) When the aircraft is located at this candidate point, the sky occupies more than 80% of the sky image it collects; (3) When the aircraft is located at this candidate point, its signal interference level is less than 15%.

[0103] Candidate point B: (1) When the aircraft is located at this candidate point, its horizontal distance from the obstacle is greater than 5m; (2) When the aircraft is located at this candidate point, the sky occupies more than 85% of the sky image it collects; (3) When the aircraft is located at this candidate point, its signal interference level is less than 10%.

[0104] Candidate point C: (1) When the aircraft is located at this candidate point, its horizontal distance from the obstacle is greater than 10m; (2) When the aircraft is located at this candidate point, the sky occupies more than 90% of the sky image it collects; (3) When the aircraft is located at this candidate point, its signal interference level is less than 5%.

[0105] Candidate point D: (1) When the aircraft is located at the candidate point, its horizontal distance from the obstacle is greater than 15m; (2) When the aircraft is located at the candidate point, the sky occupies more than 95% of the sky image it collects; (3) When the aircraft is located at the candidate point, its signal interference level is less than 2.5%.

[0106] In some embodiments, if the candidate points include multiple candidate points at different altitudes above the airport deployment point, when controlling the aircraft to move to the candidate points, the aircraft can be controlled to traverse multiple candidate points in order from low to high altitude. In response to the current candidate point's flight environment quality meeting a preset quality condition, the current candidate point is determined as the target point, and the traversal stops.

[0107] In some embodiments, if the candidate points include multiple candidate points at different altitudes above the airport deployment point, the target point is the candidate point among the multiple candidate points whose flight environment quality meets the preset quality conditions and has the smallest altitude. That is, when selecting the target point, a candidate point that meets the quality conditions and has the smallest possible vertical distance from the airport deployment point can be selected as the target point.

[0108] For example, as shown in Figure 4, assuming the candidate points include candidate points A, B, C, and D located 0.5m, 5m, 40m, and 60m above the airport deployment point, respectively, the aircraft can be controlled to first move to candidate point A. Then, environmental data for candidate point A is collected. Based on the collected environmental data, it is determined whether the flight environment quality of candidate point A meets the corresponding quality conditions. If it does, candidate point A is directly designated as the target point, without further traversing candidate points B, C, and D. If not, the aircraft is controlled to move to candidate point B, and the above determination process is repeated until the target point is found, or until all four candidate points have been traversed.

[0109] Of course, if none of the four candidate points mentioned above meet the preset quality conditions, a prompt can be given to the user. At this time, the user can manually control the aircraft to fly to a candidate point determined by the user, so that the aircraft can determine whether the candidate point meets the preset quality conditions based on the environmental data collected at that candidate point, until a suitable target point is found.

[0110] In some embodiments, the flight environment quality of the airport deployment point can be determined based on environmental data collected by the aircraft at a specified altitude directly above the airport deployment point. For example, the aircraft can be controlled to fly to a position 0.5m above the airport deployment point, and the flight environment quality of the airport deployment point can be determined based on the environmental data collected by the aircraft at that position.

[0111] In some embodiments, the aforementioned environmental data may include one or more of the following: sky images acquired by the aircraft, horizontal distances between the aircraft and obstacles, satellite search data of the aircraft, and the strength of positioning signals and / or interference signals received by the aircraft. The satellite search data shall include at least the number of satellites that can be detected when the aircraft is at that location.

[0112] In some embodiments, the flight environment quality of the airport deployment point, target point, and candidate points can be determined by the aircraft itself based on the collected environmental data. In some embodiments, the flight environment quality of the airport deployment point, target point, and candidate points can also be determined by ground control equipment or cloud servers communicating with the aircraft. For example, after the aircraft collects the environmental data, it can send it to ground control equipment or cloud servers, which will then determine the flight environment quality of each location based on the environmental data.

[0113] In some embodiments, the target route can be a route from the airport deployment point to the target point. For example, when an aircraft takes off from the airport deployment point, it typically moves to a location at a specified altitude directly above the airport deployment point (hereinafter referred to as the takeoff point) before performing subsequent tasks. Therefore, the first point of the target route can be the aforementioned takeoff point, and the last point can be the target point.

[0114] In some embodiments, the planned target route may satisfy one or more of the following conditions: (1) the horizontal distance between each waypoint after the airport deployment point in the target route and the airport deployment point increases; (2) the vertical distance between each waypoint after the airport deployment point in the target route and the airport deployment point increases; (3) at least part of the target route has an angle less than a preset angle with the perpendicular line passing through the airport deployment point. The preset angle may be set based on the observation of markers in the airport deployed at the airport deployment point by the imaging device onboard the aircraft. For example, when the angle between the target route and the perpendicular line passing through the airport deployment point is less than or equal to the preset angle, the aircraft's imaging device can observe the markers in the airport when the aircraft is on the target route.

[0115] In some embodiments, as shown in FIG5, the target route includes a first route segment, a second route segment, and a third route segment connected by a line. The first route segment includes a horizontal line segment with the starting point being the takeoff point. The second route segment coincides with the target straight line. The third route segment is a horizontal line segment with the ending point being the target point. The takeoff point is located at a specified height (e.g., 0.5m) directly above the airport deployment point. The target straight line passes through the airport deployment point, and the angle between it and the perpendicular line passing through the airport deployment point is the aforementioned preset angle.

[0116] In some embodiments, as shown in FIG6, the target route includes a first route segment, a second route segment, and a third route segment connected by a line. The first route segment includes a horizontal line segment with its starting point being the takeoff point. The second route segment coincides with the target straight line. The third route segment is a line segment with its ending point being the target point, and the third route segment is located on the side of the target straight line closer to the perpendicular line passing through the airport deployment point. The target straight line passes through the airport deployment point, and the angle between it and the aforementioned perpendicular line is the aforementioned preset angle. The takeoff point is located at a specified altitude (e.g., 0.5m) directly above the airport deployment point.

[0117] In some embodiments, as shown in FIG7, the target route includes a first route segment and a second route segment connected by a horizontal line segment. The first route segment includes a horizontal line segment with its starting point at the takeoff point, and the second route segment includes a line segment with its ending point at the target point. The second route segment is located on the side of the target straight line closest to the perpendicular line passing through the airport deployment point. The target straight line passes through the airport deployment point, and the angle between it and the perpendicular line is the aforementioned preset angle. The takeoff point is located at a specified altitude (e.g., 0.5m) directly above the airport deployment point.

[0118] In some embodiments, as shown in FIG8, when the aircraft is located on the side of the target line close to the perpendicular line passing through the airport deployment point, the imaging device in the aircraft can observe the marker deployed at the airport deployment point; when the aircraft is located on the side of the target line away from the perpendicular line passing through the airport deployment point, the imaging device in the aircraft cannot observe the marker.

[0119] When deployed near complex locations such as buildings, towers, or low walls at airports, the accuracy of satellite positioning results can be poor during takeoff and landing due to factors such as building obstruction or strong interference signals from metal structures. Similarly, in low-light environments or with few feature points (e.g., a flat white wall in the image captured by the aircraft's visual camera), the accuracy of visual positioning results will also be poor. In such cases, using satellite or visual positioning methods can easily lead to the aircraft colliding with obstacles and causing a crash, compromising aircraft safety. Considering that some aircraft are equipped with active ranging sensors and imaging devices, the active ranging sensors are typically positioned near the imaging devices. Therefore, the imaging devices can track and identify markers in the airport, and the tracking and identification results can be used to control the active ranging sensors to align with the markers and collect distance data. This distance data represents the distance between the airport and the aircraft, which can then be used for aircraft positioning. To enable aircraft positioning when satellite positioning and / or visual positioning results are inaccurate, distance data collected by active ranging sensors can be used to locate the aircraft, ensuring its safe take-off and landing at the airport. At least a portion of the target flight path should be located on the side of the target straight line closest to the perpendicular line passing through the airport (or the angle between at least a portion of the target flight path and the perpendicular line passing through the airport is less than the aforementioned preset angle). This ensures that when the aircraft moves along the target flight path, the imaging device can observe the markings in the airport, so that the distance data collected by the active ranging sensor can be used to locate the aircraft.

[0120] Understandably, in some embodiments, the markers in an airport may be marker lights located at airport deployment points, and with the location of the marker lights determined, the aircraft can locate itself based on the identified location of the marker lights.

[0121] Furthermore, this application also provides an aircraft control method, which can be executed by an aircraft, as shown in Figure 9. The method may include the following steps:

[0122] S902, Obtain the pre-planned target route.

[0123] In some embodiments, the target route includes a route between an aircraft deployment point at an airport and a target point, wherein the flight environment quality at the target point is better than that at the airport deployment point, and the higher the flight environment quality, the safer the aircraft flight.

[0124] In some embodiments, the location of the target point and the location of the airport deployment point are separated in the horizontal direction.

[0125] In some embodiments, there is a height difference between the target point and the airport deployment point.

[0126] In step S902, a pre-planned target route can be obtained. For example, in some scenarios, the target route can be planned by the aircraft's ground control equipment or a cloud server, in which case the aircraft can obtain the target route from the ground control terminal or the cloud server. In some scenarios, the target route can be planned by the aircraft itself and stored locally, in which case the target route can be obtained directly from the aircraft's local storage.

[0127] The target flight path includes the route between the aircraft's deployment point at the airport and the target point. The flight environment quality at the target point is superior to that at the airport deployment point. There is a horizontal distance between the target point and the airport deployment point, and a height difference between them. For any given location, the flight environment quality at that location characterizes the safety of the aircraft flying at that point; higher flight quality indicates safer flight. The flight environment quality is related to the distribution of obstacles around the location, the degree of interference with the signals received by the aircraft at that location, and the openness of the location. Fewer obstacles around the location result in better flight environment quality; lower interference with the signals received by the aircraft at that location results in better flight environment quality; and a more open location results in better flight environment quality.

[0128] S904. In response to the takeoff and landing control command, control the aircraft to execute the target route for takeoff and landing.

[0129] In step S904, after receiving the takeoff and landing control command, the aircraft can control itself to execute the target flight path for takeoff and landing. It is understood that the takeoff and landing control command can include either takeoff or landing instructions. For example, upon receiving a takeoff command, the aircraft can execute the target flight path to move from the airport deployment point to the target point and then perform subsequent tasks. Upon receiving a landing command, the aircraft can first move to the target point and then execute the target flight path to land at the airport deployment point.

[0130] In the embodiments of this application, the aircraft executing the route can mean that the aircraft moves along the route. Of course, it can also mean that the aircraft performs movements related to the route, such as the aircraft moving 5m eastward along the route to perform the operation.

[0131] In some embodiments, the horizontal distance between the target point and the airport deployment point is less than a preset second distance threshold.

[0132] In some embodiments, the flight environment quality of the target point includes the degree of signal interference at the target point and / or the openness of the target point.

[0133] In some embodiments, the signal interference level of the target point meets a preset interference condition, and the openness of the target point meets a preset openness condition.

[0134] In some embodiments, the signal interference level at the target point meets the preset interference conditions, including one or more of the following: the number of satellites that can be searched when the aircraft is at the target point is greater than a preset number threshold, the strength of the positioning signal received when the aircraft is at the target point is greater than a preset first strength threshold, and the strength of the interference signal received when the aircraft is at the target point is less than a preset second strength threshold.

[0135] In some embodiments, the openness of the target point meets the preset openness conditions including one or more of the following: the proportion of sky in the sky image collected when the aircraft is at the target point is greater than a preset first proportion; the proportion of the obscured satellite trajectory to the total trajectory in the sky image collected when the aircraft is at the target point is less than a preset second proportion; and the horizontal distance between the aircraft and the obstacle when the aircraft is at the target point is greater than a preset distance.

[0136] In some embodiments, the target point is determined by controlling the aircraft to move to a candidate point, and in response to the flight environment quality of the candidate point meeting a preset quality condition, the candidate point is used as the target point.

[0137] In some embodiments, the flight environment quality of candidate points is determined based on environmental data of candidate points collected by the aircraft.

[0138] In some embodiments, controlling the aircraft to move to a candidate point includes: controlling the aircraft to move to a candidate point according to user instructions, or automatically controlling the aircraft to move to a candidate point.

[0139] In some embodiments, candidate points include a plurality of pre-defined candidate points located at different heights above the airport deployment point.

[0140] In some embodiments, the flight environment quality requirements for candidate points at different altitudes are different.

[0141] In some embodiments, the higher the altitude of a candidate point, the higher the quality conditions that the flight environment needs to meet.

[0142] In some embodiments, controlling the aircraft to move to a candidate point includes: controlling the aircraft to traverse multiple candidate points in order of altitude from low to high; in response to the flight environment quality of the current candidate point meeting a preset quality condition, determining the current candidate point as the target point and stopping the traversal.

[0143] In some embodiments, the target point is the candidate point among multiple candidate points whose flight environment quality meets preset quality conditions and has the lowest altitude.

[0144] In some embodiments, the flight environment quality of the airport deployment site is determined based on environmental data collected by the aircraft at a specified altitude directly above the airport deployment site.

[0145] In some embodiments, environmental data includes one or more of the following: sky images acquired by the aircraft, horizontal distances between the aircraft and obstacles, satellite search data of the aircraft, and the strength of positioning signals and / or interference signals received by the aircraft.

[0146] In some embodiments, the target route is from the airport deployment point to the target point.

[0147] In some embodiments, the target route satisfies one or more of the following: the horizontal distance between each waypoint after the airport deployment point of the target route and the airport deployment point increases; the vertical distance between each waypoint after the airport deployment point of the target route and the airport deployment point increases; and at least part of the target route has an angle less than a preset angle with the perpendicular line passing through the airport deployment point.

[0148] In some embodiments, the target route includes a first route segment, a second route segment, and a third route segment connected together. The first route segment includes a horizontal line segment with the starting point being the takeoff point. The second route segment coincides with the target straight line. The third route segment is a horizontal line segment with the ending point being the target point. The takeoff point is located directly above the airport deployment point. The target straight line passes through the airport deployment point, and the angle between the target straight line and the perpendicular line passing through the airport deployment point is a preset angle.

[0149] In some embodiments, the target route includes a first route segment, a second route segment, and a third route segment connected together. The first route segment includes a horizontal line segment with the starting point being the takeoff point. The second route segment coincides with the target straight line. The third route segment is a line segment with the ending point being the target point. The third route segment is located on the side of the target straight line that is close to the perpendicular line passing through the airport deployment point. The target straight line passes through the airport deployment point, and the angle between it and the perpendicular line is a preset angle.

[0150] In some embodiments, the target route includes a first route segment and a second route segment connected by the first route segment, the first route segment including a horizontal line segment with the starting point being the takeoff point, and the second route segment including a line segment with the ending point being the target point. The second route segment is located on the side of the target straight line close to the perpendicular line passing through the airport deployment point. The target straight line passes through the airport deployment point, and the angle between it and the perpendicular line is a preset angle.

[0151] In some embodiments, when the aircraft is located on the side of the target line closer to the perpendicular, the aircraft can observe the marker deployed at the airport deployment point; when the aircraft is located on the side of the target line away from the perpendicular, the aircraft cannot observe the marker.

[0152] The specific planning process for the target route can be found in the descriptions of the various embodiments of the route planning method described above, and will not be repeated here.

[0153] In some embodiments, during the execution of a target flight path, the aircraft can be controlled to collect environmental data to determine the flight environment quality of the target flight path. To ensure flight safety while the aircraft moves along the planned target flight path, it can be allowed to conduct test flights along the target flight path. During these flights, the aircraft can be controlled to collect environmental data to determine the flight environment quality of the target flight path based on the collected data. For example, the aircraft can be controlled to collect environmental data at regular intervals or at regular time intervals during the execution of the target flight path. Then, based on the collected environmental data, the flight environment quality at different locations along the target flight path can be determined, and the overall flight environment quality of the entire target flight path can be statistically analyzed.

[0154] In some embodiments, the target route is adjusted in response to the flight environment quality of the target route not meeting a preset first quality condition. This can be achieved by considering the flight environment quality of the target route as not meeting the preset first quality condition if any location point in the target route fails to meet the first quality condition, or by considering the flight environment quality of the target route as not meeting the preset first quality condition if the number of location points in the target route whose flight environment quality fails to meet the first quality condition exceeds a certain threshold.

[0155] In some embodiments, the flight environment quality of the target route does not meet a preset first quality condition, including any of the following: the horizontal distance between the aircraft and an obstacle when the aircraft is on the target route is less than a preset distance, or the interference level of the positioning signal received by the aircraft when it is on the target route is greater than a preset interference level threshold. That is, during the execution of the target route, the horizontal distance between the aircraft and the obstacle can be detected in real time. If the horizontal distance between the aircraft and the obstacle is less than a preset distance, the flight environment quality of the target route is considered not to meet the preset first quality condition. Alternatively, it can also be detected whether the interference level of the positioning signal received by the aircraft is greater than a preset interference level threshold; if so, the flight environment quality of the target route is considered not to meet the preset first quality condition.

[0156] In some embodiments, adjusting the target route may also involve adjusting the locations on the target route where the flight environment quality does not meet the first quality condition, for example, replacing these locations with locations where the flight environment quality meets the first quality condition.

[0157] In some embodiments, adjusting the target route may involve adjusting the target point and planning the target route based on the adjusted target point. That is, if it is determined that the target route does not meet the preset first quality condition, the target point is redefined, and the target route is replanned based on the redefined target point.

[0158] In some embodiments, during the flight of an aircraft along a target route, the aircraft can be positioned based on distance data collected by an active ranging sensor mounted on the aircraft. This active ranging sensor is mounted on the aircraft, and the distance data is collected by the active ranging sensor from markers deployed at airport deployment points. For example, the active ranging sensor can emit a detection signal towards the markers in the airport and determine the distance between the markers and the aircraft based on the returned signal, and then position the aircraft based on this distance. For example, in some embodiments, the markers in the airport include markers with recorded absolute positions, such as latitude and longitude. After the active ranging sensor measures the distance between the aircraft and the markers in the airport, it can obtain the absolute position of the aircraft based on the absolute position of the markers and the distance between the aircraft and the markers, thereby completing the positioning of the aircraft. The active ranging sensor can be any sensor capable of measuring distance, such as a laser ranging sensor or an infrared ranging sensor; specific details are not elaborated in this embodiment.

[0159] When deployed near complex locations such as buildings, towers, or low walls at airports, the accuracy of satellite positioning results can be poor during takeoff and landing due to factors such as building obstruction or signal interference from metal structures. Similarly, in low-light environments or with few feature points, the accuracy of visual positioning results will also be poor. In such cases, using satellite or visual positioning methods can easily lead to aircraft collisions with obstacles, resulting in crashes and compromising aircraft safety. To ensure safe takeoff and landing, active ranging sensors on the aircraft can be aligned with markers within the airport to collect distance data between the aircraft and the airport. This distance data can then be used to determine the aircraft's location, ensuring safe takeoff and landing.

[0160] The markers in the airport can be various pre-set identification information, such as text, patterns, or easily identifiable objects. There can be one or more markers. When there is only one marker in the airport, the active ranging sensor can be aligned with the center of that single marker. When there are multiple markers in the airport, the active ranging sensor can be aligned with the centers of all the markers.

[0161] In some embodiments, the aircraft includes an imaging device positioned close to an active ranging sensor. To ensure that the distance data acquired by the active ranging sensor is the distance data between a marker in the airport and the aircraft, the marker can be controlled to be located at a specified position in the image acquired by the imaging device, so that the active ranging sensor is aligned with the marker when acquiring distance data.

[0162] In some embodiments, the designated location includes the center position of the image acquired by the imaging device. That is, during the process of acquiring distance data using an active ranging sensor, the marker in the airport can be controlled to be located at the center position of the image acquired by the imaging device, i.e., the imaging device is aligned with the marker in the airport. Since the active ranging sensor is located near the imaging device, it is also aligned with the marker in the airport at this time, i.e., the acquired distance data is the distance data between the aircraft and the marker in the airport.

[0163] Considering that the positioning result of the aircraft based on the distance data collected by the active ranging sensor is more accurate when the active ranging sensor is aligned with a marker in the airport, in some embodiments, the positioning result determined based on the distance data collected by the active ranging sensor takes effect when the imaging device locks onto the marker. Locking onto the marker means that the imaging device tracks the marker based on the image collected by the imaging device in order to control the marker to be located at a specified position in the image collected by the imaging device.

[0164] In some embodiments, the positioning result determined based on the distance data is invalid if one or more of the following conditions are met: the position of the marker in the image acquired by the imaging device deviates from the specified position; the proportion of the marker in the image acquired by the imaging device is less than a preset third proportion; the marker is incomplete in the image acquired by the imaging device; or the distance between the aircraft and the airport is less than a preset distance.

[0165] Specifically, when the marker is positioned at a designated location (e.g., the center) in the image captured by the imaging device, the active ranging sensor is aligned with the marker in the airport, meaning the distance measured by the active sensor is the distance between the aircraft and the marker. However, if the marker's position in the image deviates from the designated location, it indicates that the active ranging sensor is not aligned with the marker in the airport. The collected distance data is no longer the distance between the aircraft and the marker, and the positioning result determined based on this distance data is inaccurate. Therefore, the positioning result determined based on this distance data can be considered invalid.

[0166] Furthermore, when the proportion of the marker in the image acquired by the imaging device is less than the preset third proportion, that is, the image of the marker in the image is very small, it cannot be guaranteed that the active ranging sensor has been aligned with the marker in the airport. Consequently, the positioning result determined based on the distance data is also inaccurate. Therefore, the positioning result determined based on the distance data can be considered invalid.

[0167] When the marker is incomplete in the image acquired by the imaging device, it cannot be guaranteed that the active ranging sensor is aligned with the marker in the airport. Therefore, the positioning result determined based on this distance data can be considered invalid.

[0168] Similarly, when the distance between the aircraft and the airport is less than the preset distance, that is, when the aircraft and the airport are very close, the image of the markers in the airport may be incomplete in the imaging device. Therefore, it cannot be guaranteed that the active ranging sensor is aligned with the markers in the airport. Thus, the positioning result determined based on this distance data can be considered invalid.

[0169] In some embodiments, when locating an aircraft based on distance data collected by an active ranging sensor on the aircraft, the aircraft's positioning result can be determined using the aircraft's visual positioning results and / or satellite positioning results, as well as the positioning result determined based on the distance data. When locating an aircraft, the aircraft can be located by combining the positioning result based on distance data and the visual positioning result, or by combining the positioning result based on distance data and the satellite positioning result, or by simultaneously combining the positioning result based on distance data, the satellite positioning result, and the visual positioning result.

[0170] In some embodiments, when locating an aircraft by combining visual positioning results and / or satellite positioning results, as well as positioning results determined based on distance data, the positioning result of the aircraft may be a weighted average of visual positioning results and / or satellite positioning results, as well as positioning results determined based on distance data.

[0171] For example, suppose the aircraft's position is determined as P1 based on visual positioning, P2 based on satellite positioning, and P3 based on distance data collected by an active ranging sensor. Then the aircraft's position P = α1×P1 + α2×P2 + α3×P3.

[0172] Considering that the accuracy of the three positioning results may vary in real time depending on the time the aircraft is executing the target route or at different stages of the route, for example, the accuracy of visual positioning will be lower when the aircraft is executing the target route at night compared to during the day. Also, when the aircraft approaches an airport, its downward-facing auxiliary lights are usually turned on, resulting in higher accuracy compared to when the lights are off. Furthermore, when the aircraft is close to an airport, the accuracy of positioning based on distance data may decrease because the airport markings in the images captured by the imaging device may be incomplete. Considering these factors, in some embodiments, the weights of the visual positioning results and / or satellite positioning results, as well as the positioning results determined based on distance data, can be dynamically adjusted as the aircraft moves along the target route. That is, the weights of the three positioning results can be dynamically adjusted during the execution of the target route; a larger weight can be set for positioning results with higher accuracy, while a smaller weight can be set for positioning results with lower accuracy.

[0173] In some embodiments, when the accuracy of visual positioning and / or satellite positioning results increases, the weight of positioning results determined based on distance data can be reduced. Considering that positioning the aircraft using visual positioning and satellite positioning methods yields more accurate positioning results, the weight of positioning results determined based on distance data can be reduced when the accuracy of positioning results from the above two positioning methods increases.

[0174] In some embodiments, when the aircraft's downward-facing illuminator is activated, the weight of the positioning result determined based on distance data is reduced. Since the accuracy of the visual positioning result increases after the aircraft's downward-facing illuminator is activated, the weight of the positioning result determined based on distance data can be reduced.

[0175] For example, when a flight receives a return-to-home instruction, it can first move to the target point. At this point, it can notify the airport to open its gates and then move along the target flight path. Once the imaging device can observe the markers in the airport, it can track and identify these markers, controlling their position within the center of the imaging device's frame. After the imaging device locks onto the markers, the positioning result determined based on distance data collected by the active ranging sensor becomes effective. The aircraft can combine visual positioning, satellite positioning, and active ranging sensor positioning to achieve its location. The weights of the positioning results determined by these three methods can be dynamically adjusted. When the aircraft approaches the airport, its downward-facing auxiliary lights are activated, at which point the positioning result determined based on distance data becomes invalid.

[0176] Similarly, during takeoff, as the aircraft moves along the target route from its deployment point at the airport, the imaging device can track and identify markers within the airport. Once the imaging device locks onto a marker, the positioning result determined based on distance data collected by the active ranging sensor becomes effective. The aircraft can achieve its positioning by combining visual positioning, satellite positioning, and active ranging sensor positioning. When the imaging device can no longer observe markers in the airport, the positioning result determined based on distance data collected by the active ranging sensor becomes invalid, and the aircraft uses visual positioning or satellite positioning for positioning.

[0177] In some embodiments, when controlling an aircraft to execute a target route for takeoff and landing, the aircraft may, after receiving an instruction to perform a return mission, first move to the target point, and then move from the target point along the target route to land at the airport deployment point. That is, when performing a return mission, the aircraft must first move to the target point, and then move from the target point along the target route to the airport deployment point to land at the airport.

[0178] In some embodiments, if the airport deployed at the airport deployment point is a physical airport (i.e., an aircraft landing bay), the aircraft, when performing a return mission, can send an opening command after reaching the target point to cause the airport bay to open. For example, the aircraft can send an opening command to the airport to allow the aircraft to land. Alternatively, the aircraft can send an opening command to ground control equipment, which will then forward the command to the airport to allow the aircraft to land. It is understood that controlling the airport bay to open after the aircraft has reached the target point avoids the potential risks of premature opening and also avoids situations where delayed opening could lead to the aircraft being unable to locate markers within the airport, resulting in inaccurate positioning.

[0179] Once the airport access panel is opened, the aircraft's imaging device can observe the markers in the airport, and then identify and track the markers to lock onto them, so that the aircraft can be located based on the distance data collected by the active ranging sensor.

[0180] In some embodiments, when controlling an aircraft to execute a target route, the aircraft may, after receiving an instruction to execute a route task, first control the aircraft to move along the target route to the target point, and then control the aircraft to move according to the task route indicated by the route task. For example, the route task could be an inspection task. After receiving an instruction to execute an inspection task, the aircraft may first control the aircraft to move from the airport deployment point along the target route to the target point, and then start moving from the target point according to the task route of the inspection task to execute the inspection task.

[0181] In some embodiments, when controlling an aircraft to execute a target route, the aircraft may, after receiving an instruction to execute a designated task, first move along the target route to the target point, and then move to the task point indicated by the designated task. A designated task refers to controlling the aircraft to move to a specific task point to execute a task. Upon receiving this type of task, the aircraft may first move from the airport deployment point along the target route to the target point, and then move from the target point to the designated task point to execute the task.

[0182] In some embodiments, when controlling the aircraft to execute a target route, after the aircraft receives a one-key take-off mission, it can first control the aircraft to move along the target route to the target point. If the altitude of the target waypoint of the one-key take-off mission is higher than the altitude of the target point, the aircraft is controlled to rise from the target point to the same altitude as the target waypoint; if the altitude of the target waypoint is lower than the altitude of the target point, the aircraft is controlled to hover at the target point.

[0183] In related technologies, airports are typically deployed in open environments. In such environments, aircraft can take off and land at the airport deployment point using vertical takeoff and landing (VTOL) methods. For example, taking the execution of a flight route mission as an example, after receiving the instruction to execute the mission, the aircraft can first obtain the operational flight route, then move from the airport deployment point to a takeoff point at a designated altitude above the airport deployment point, then move from the takeoff point to the operational starting point within the operational flight route, and finally move along the operational flight route from the operational starting point to execute the operational mission.

[0184] However, some scenarios require airports to be deployed near buildings, low walls, or iron towers in complex locations. In such cases, if the aircraft still uses the aforementioned vertical take-off and landing method, it is prone to colliding with obstacles and crashing. To avoid this situation, this application provides an aircraft control method. In scenarios where the flight environment quality at the airport deployment point is poor, a target point with better flight environment quality than the airport deployment point can be determined first. Then, a target route from the airport deployment point to the target point can be planned. This target route guides the aircraft to take off and land safely at the airport deployment point. After taking off and landing using the take-off and landing method provided in this application, when the aircraft is performing a route task, it can obtain the target route and the operation route. Then, based on the target route, it can first move from the airport deployment point to the take-off point. After moving to the take-off point, the aircraft does not directly move to the operation start point to perform the operation. Instead, it first moves along the target route from the take-off point to the target point, and then moves from the target point to the operation start point, so that it can move along the operation route from the operation start point to perform the operation task. Compared to related technologies that directly move from the takeoff point to the start point of the operation to perform the task, in this embodiment, the aircraft is first controlled to move from the takeoff point to a target point with better flight environment quality, and then moved from the target point to the start point of the operation to perform the task, which can ensure the flight safety of the aircraft during takeoff and landing.

[0185] As shown in Figure 10, the method may include the following steps:

[0186] S1002, Obtain the target route and the operation route.

[0187] In some embodiments, the target route is used for aircraft to perform take-off and landing operations, and the operation route is used for the aircraft to perform operation tasks.

[0188] S1004. Control the aircraft to move from the airport deployment point to the takeoff point.

[0189] In some embodiments, the waypoints of the target route include an airport deployment point and a takeoff point. The location of the takeoff point is substantially the same as the location of the airport deployment point in the horizontal direction, and the altitude of the takeoff point is greater than the altitude of the airport deployment point.

[0190] S1006. Control the aircraft to move from the takeoff point to the target point.

[0191] In some embodiments, the waypoints of the target route further include target points, the location of which is horizontally spaced from the location of the takeoff point.

[0192] In some embodiments, the altitude of the target point is greater than the altitude of the takeoff point.

[0193] In some embodiments, the flight environment quality of the target point is better than that of the airport deployment point, and the higher the flight environment quality, the safer the aircraft flight;

[0194] S1008. Control the aircraft to move from the target point to the start point of the operation and perform the operation task.

[0195] In some embodiments, the operation route includes an operation start point, the location of which is different from the location of the target point.

[0196] An airport deployment point is the location of an airport, typically situated on a platform, such as the ground or a building, used for parking aircraft. A takeoff point is a specific location at a designated altitude above the airport deployment point, meaning it's a point in the air. Generally, the takeoff point is directly above the airport deployment point, meaning their positions are roughly horizontally aligned. The takeoff point serves as a reference point for the aircraft's preparation for takeoff. Typically, when performing various missions, the aircraft will first move from the airport deployment point to the takeoff point before proceeding with the mission. A target point, on the other hand, is a location with better flight environment quality than the airport deployment point, chosen to ensure safe takeoff and landing when the flight environment quality at the airport deployment point is poor. The target point has a horizontal distance from the takeoff point, and its altitude is greater than that of the takeoff point. When performing a return mission, the aircraft will first move to the target point and then land back at the airport deployment point. Similarly, when performing a task, the aircraft will first move to the target point and then begin its mission from there. The start point of the operation is the starting point from which the aircraft performs the operation task, and this start point is usually located in the operation route.

[0197] After receiving instructions to perform a task, the aircraft can acquire a target route and a task route. The target route is used for the aircraft to take off and land at the airport, while the task route is used for the aircraft to perform the task. The waypoints of the target route include the airport deployment point, the takeoff point, and the target point, while the waypoints of the task route include the starting point of the task.

[0198] After obtaining the target and operational flight paths, the aircraft can be controlled to move from the airport deployment point to the takeoff point, and then from the takeoff point to the target point. The aircraft can then be controlled to move from the target point to the operational start point and along the operational flight path to perform the operational task.

[0199] In some embodiments, the aircraft will perform hovering operations after reaching both the takeoff point and the target point.

[0200] When deployed near complex locations such as buildings, towers, or low walls at airports, the accuracy of satellite positioning results may be poor during takeoff and landing due to factors such as building obstruction or signal interference from metal structures. Similarly, in environments with low brightness or few feature points (e.g., a flat white wall in the image captured by the aircraft's visual camera), the accuracy of visual positioning results will also be poor. In such cases, using satellite or visual positioning methods can easily lead to the aircraft colliding with obstacles and causing a crash, compromising aircraft safety. To address this issue in complex airport deployment scenarios, this application provides an aircraft control method that allows the aircraft's active ranging sensor to align with the airport. The method uses the detection information collected by the active ranging sensor to locate the aircraft, ensuring flight safety even in scenarios with poor visual and / or satellite positioning accuracy.

[0201] The aircraft in this embodiment includes an onboard imaging device and an active ranging sensor. The active ranging sensor can emit detection information and determine the distance between the aircraft and the external environment based on the detection information reflected back from the external environment. This active ranging sensor can be any type of distance-measuring sensor, such as a single-point laser ranging sensor or an infrared ranging sensor.

[0202] As shown in Figure 11, in some embodiments, the following steps may also be included:

[0203] S1102. In response to the fact that the accuracy of the visual positioning result and / or satellite positioning result of the aircraft does not meet the preset conditions, control the imaging device on the aircraft to track and identify the relevant features of the airport.

[0204] In step S1102, it can be detected whether the accuracy of the aircraft's visual positioning results and / or satellite positioning results meets preset conditions. The action of detecting whether the accuracy of the aircraft's visual positioning results and / or satellite positioning results does not meet the preset conditions can be performed by the aircraft itself, or it can be performed by the aircraft's ground control equipment; that is, after receiving the detection results, the ground control equipment can send them to the aircraft.

[0205] Whether the accuracy of the aircraft's visual positioning results and / or satellite positioning results meets the preset conditions can be determined in several ways. For example, in some scenarios, the accuracy of the visual positioning results can be determined based on factors such as the current ambient brightness and the number of feature points in the environment. For instance, if the ambient brightness is below a certain level, the visual positioning results can be considered not to meet the preset conditions. In other scenarios, the accuracy of the satellite positioning results can be determined based on factors such as the strength of the satellite positioning signal received by the aircraft, the strength of the interference signal received by the aircraft, and the aircraft's satellite search data. For instance, if the strength of the satellite positioning signal received by the aircraft is below a certain threshold, or if the number of satellites that the aircraft can search for is less than a certain number, the accuracy of the satellite positioning results can be considered not to meet the preset conditions.

[0206] If the accuracy of the aircraft's visual positioning and / or satellite positioning results does not meet preset conditions, the aircraft's onboard imaging device can be controlled to track and identify relevant airport features. These airport features can be one or more pre-set markers within the airport, such as text or graphic markings, or easily identifiable specific components within the airport. The aircraft's imaging device can track and identify these airport features to allow the active ranging sensor to be aligned with the airport.

[0207] S1104. Based on the tracking information of the airport's relevant features obtained by the imaging device on the aircraft, control the active ranging sensor on the aircraft to move towards the airport for detection.

[0208] In some embodiments, the active ranging sensor is capable of emitting a detection signal;

[0209] In step S1104, during the process of the imaging device tracking and identifying relevant features of the airport, the active ranging sensor on the aircraft can be controlled to probe the airport based on the tracking information of the airport's relevant features tracked by the imaging device. For example, the tracking information can be the position of the relevant features in the image acquired by the imaging device. Then, based on the position of the relevant features in the image acquired by the imaging device, the active ranging sensor can be controlled to aim at the airport. The active ranging sensor can emit a detection signal, which can be emitted towards the airport to detect it.

[0210] S1106. Based on the detection information from the active ranging sensor onboard the aircraft, the aircraft is located.

[0211] In step S1106, the aircraft can be located based on the detection information from the active ranging sensor. For example, the detection information from the active ranging sensor can be the measured distance between the aircraft and the airport, and thus the aircraft can be located based on this distance information.

[0212] In some embodiments, the imaging device is positioned close to an active ranging sensor, and the onboard imaging device of the aircraft is controlled to track and identify relevant features of the airport, including: controlling the relevant features of the airport to be located at a specified position in the image acquired by the imaging device, so that the active ranging sensor is aligned with the relevant features of the airport.

[0213] In some embodiments, the designated location includes the center location of the image acquired by the imaging device.

[0214] In some embodiments, the positioning result determined based on the detection information takes effect when the imaging device locks onto relevant features of the airport.

[0215] In some embodiments, the positioning result determined based on the detection information fails if one or more of the following conditions are met: the location of the airport's relevant features in the image acquired by the imaging device deviates from the designated location; the proportion of the airport's relevant features in the image acquired by the imaging device is less than a preset third proportion; the airport's relevant features in the image acquired by the imaging device are incomplete; or the distance between the aircraft and the airport is less than a preset distance.

[0216] In some embodiments, the aircraft is located based on detection information from an onboard active ranging sensor, including:

[0217] The positioning result of the aircraft is determined by using the visual positioning result and / or satellite positioning result of the aircraft, as well as the positioning result determined based on the detection information.

[0218] In some embodiments, the positioning result of the aircraft is a visual positioning result and / or a satellite positioning result, as well as a weighted average of the positioning results determined based on the detection information.

[0219] In some embodiments, as the aircraft moves along the target route, the visual positioning results and / or satellite positioning results, as well as the weights corresponding to the positioning results determined based on the detection information, are dynamically adjusted.

[0220] In some embodiments, when the accuracy of the visual positioning results and / or satellite positioning results increases, the weight of the positioning results determined based on the detection information is reduced.

[0221] In some embodiments, when the aircraft's downward-facing auxiliary light is turned on, the weight of the positioning result determined based on the detection information is reduced.

[0222] The specific details of locating the aircraft based on the detection information can be found in the above-described embodiment of locating the aircraft based on the distance information collected by the ranging sensor, and will not be repeated here.

[0223] It is easy to understand that the solutions described in the above embodiments can be combined when there is no conflict, and not all of them are listed in the embodiments of this application.

[0224] Furthermore, this application embodiment also provides a route planning device, as shown in FIG12, the route planning device 120 includes:

[0225] At least one processor 121;

[0226] At least one memory 122 including computer program code, wherein at least one of the memory 122 and the computer program code, together with at least one of the processors 121, are configured to cause the apparatus to perform at least the route planning method described in any of the above embodiments.

[0227] Furthermore, this application embodiment also provides a control device for an aircraft, as shown in FIG13. The aircraft control device 130 includes:

[0228] At least one processor 131;

[0229] At least one memory 132 including computer program code, wherein at least one of the memory 132 and the computer program code, together with at least one of the processors 131, are configured to cause the control device to perform at least the aircraft control method described in any of the above embodiments.

[0230] Furthermore, embodiments of this application also provide a flight system, which includes a route planning terminal and an aircraft.

[0231] The route planning terminal can be used to execute the following methods:

[0232] Obtain relevant information about airport deployment points, wherein the relevant information includes the location information of the airport deployment points;

[0233] The location information of the target point is determined, wherein the location information of the target point is associated with the relevant information of the airport deployment point, the flight environment quality of the target point is better than that of the airport deployment point, the higher the flight environment quality, the safer the aircraft flight, the horizontal distance between the location of the target point and the location of the airport deployment point, and the height difference between the height of the target point and the height of the airport deployment point.

[0234] Based on the location information of the target point and the airport deployment point, a target route is planned, wherein the target route includes the route of the aircraft between the airport deployment point and the target point, for the aircraft to execute the route to land from the target point to the airport deployment point, or / and to execute the route to take off from the airport deployment point to the target point;

[0235] The aircraft is capable of performing the following methods:

[0236] Obtain the target route;

[0237] In response to takeoff and landing control commands, the aircraft is controlled to execute the target route for takeoff and landing.

[0238] Accordingly, this application also provides a computer storage medium storing a program that, when executed by a processor, implements the method in any of the above embodiments.

[0239] The embodiments of this application may take the form of a computer program product implemented on one or more storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing program code. Computer-usable storage media include permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information may be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to: phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0240] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0241] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0242] The methods and apparatus provided in the embodiments of the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the embodiments above are only for the purpose of helping to understand the methods and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A route planning method characterized by, The method includes: Obtain relevant information about airport deployment points, wherein the relevant information includes the location information of the airport deployment points; The location information of the target point is determined, wherein the location information of the target point is associated with the relevant information of the airport deployment point, the flight environment quality of the target point is better than that of the airport deployment point, the higher the flight environment quality, the safer the aircraft flight, the horizontal distance between the location of the target point and the location of the airport deployment point, and the height difference between the height of the target point and the height of the airport deployment point. Based on the location information of the target point and the airport deployment point, a target route is planned, wherein the target route includes the route of the aircraft between the airport deployment point and the target point, for the aircraft to execute the route to land from the target point to the airport deployment point, or / and to execute the route to take off from the airport deployment point to the target point.

2. The method of claim 1, wherein, The location information for determining the target point includes: In response to the flight environment quality of the airport deployment point being better than or equal to a preset first quality and worse than a preset second quality, the step of determining the location information of the target point is executed, wherein the first quality is worse than the second quality.

3. The method of claim 2, wherein, Before determining the location information of the target point, the method further includes: If the flight environment quality at the airport deployment point is worse than the first quality, the user is prompted that the airport deployment point cannot be used to deploy an airport.

4. The method of claim 2, wherein, Before determining the location information of the target point, the method further includes: In response to the fact that the flight environment quality at the airport deployment point is better than the second quality, the user is prompted that the airport deployment point is capable of being deployed and that the aircraft can take off and land at the airport deployment point using vertical take-off and landing.

5. The method of claim 1, wherein, The vertical distance between the target point and the airport deployment point is less than a preset first distance threshold.

6. The method of claim 1, wherein, The horizontal distance between the target point and the airport deployment point is less than a preset second distance threshold.

7. The method of claim 1, wherein, The flight environment quality of the target point includes the degree of signal interference at the target point and / or the openness of the target point.

8. The method of claim 7, wherein, The signal interference level at the target point meets the preset interference conditions, and the openness of the target point meets the preset openness conditions.

9. The method of claim 8, wherein, The signal interference level at the target point meets one or more of the preset interference conditions, including: When the aircraft is located at the target point, the number of satellites that can be searched is greater than a preset number threshold, the strength of the positioning signal received by the aircraft when it is located at the target point is greater than a preset first strength threshold, and the strength of the interference signal received by the aircraft when it is located at the target point is less than a preset second strength threshold.

10. The method of claim 8, wherein, The openness of the target point meets one or more of the preset openness conditions: The proportion of sky in the sky image collected when the aircraft is located at the target point is greater than a preset first proportion; the proportion of obscured satellite trajectories to total trajectories in the sky image collected when the aircraft is located at the target point is less than a preset second proportion; and the horizontal distance between the aircraft and the obstacle when the aircraft is located at the target point is greater than a preset distance.

11. The method of claim 1, wherein, The location information for determining the target point includes: Control the aircraft to move to the candidate point; If the flight environment quality of the candidate point meets the preset quality conditions, the candidate point is selected as the target point.

12. The method of claim 11, wherein, The flight environment quality of the candidate points is determined based on the environmental data of the candidate points collected by the aircraft.

13. The method of claim 11, wherein, The control of the aircraft to move to the candidate point includes: The aircraft can be controlled to move to a candidate point according to the user's instructions, or the aircraft can be automatically controlled to move to a candidate point.

14. The method of claim 11, wherein, The candidate points include a plurality of pre-set candidate points located at different heights above the airport deployment point.

15. The method of claim 14, wherein, The flight environment quality requirements for candidate sites at different altitudes vary.

16. The method of claim 15, wherein, The higher the altitude of the candidate site, the higher the quality requirements that the flight environment must meet.

17. The method of claim 14, wherein, The control of the aircraft to move to the candidate point includes: The aircraft is controlled to traverse the multiple candidate points in ascending order of altitude. In response to the current candidate point's flight environment quality meeting a preset quality condition, the current candidate point is determined as the target point, and the traversal stops.

18. The method of claim 14, wherein, The target point is the candidate point among the multiple candidate points whose flight environment quality meets the preset quality conditions and whose altitude is the smallest.

19. The method of claim 1, wherein, The flight environment quality of the airport deployment point is determined based on environmental data collected by the aircraft at a specified altitude directly above the airport deployment point.

20. The method of claim 19, wherein, The environmental data includes one or more of the following: The sky images collected by the aircraft, the horizontal distance between the aircraft and the obstacles, the satellite search data of the aircraft, and the intensity of the positioning signals and / or interference signals received by the aircraft.

21. The method of claim 1, wherein, The target route runs from the airport deployment point to the target point.

22. The method of claim 21, wherein, The target route meets one or more of the following criteria: The horizontal distance between each waypoint after the airport deployment point on the target route and the airport deployment point increases progressively. The vertical distance between each waypoint after the airport deployment point on the target route and the airport deployment point increases. At least part of the target flight path has an angle smaller than a preset angle between it and the perpendicular line passing through the airport deployment point.

23. The method of claim 1, wherein, The target route includes a first route segment, a second route segment, and a third route segment connected by each other. The first route segment includes a horizontal line segment with the starting point being the takeoff point. The second route segment coincides with the target straight line. The third route segment is a horizontal line segment with the ending point being the target point. The takeoff point is located directly above the airport deployment point. The target straight line passes through the airport deployment point, and the angle between the target straight line and the perpendicular line passing through the airport deployment point is a preset angle.

24. The method of claim 1, wherein, The target route includes a first route segment, a second route segment, and a third route segment connected by a line. The first route segment includes a horizontal line segment with the starting point being the takeoff point. The second route segment coincides with the target straight line. The third route segment is a line segment with the ending point being the target point. The third route segment is located on the side of the target straight line close to the perpendicular line passing through the airport deployment point. The target straight line passes through the airport deployment point, and the angle between it and the perpendicular line is a preset angle.

25. The method of claim 1, wherein, The target route includes a first route segment and a second route segment connected by a line segment. The first route segment includes a horizontal line segment with the starting point being the takeoff point, and the second route segment includes a line segment with the ending point being the target point. The second route segment is located on the side of the target straight line that is close to the perpendicular line passing through the airport deployment point. The target straight line passes through the airport deployment point, and the angle between it and the perpendicular line is a preset angle.

26. The method of any one of claims 23-25, wherein, When the aircraft is located on the side of the target line closer to the vertical line, the aircraft can observe the markers deployed at the airport deployment point; when the aircraft is located on the side of the target line farther from the vertical line, the aircraft cannot observe the markers.

27. An aircraft control method, characterized in that, The method includes: Obtain a pre-planned target flight path, wherein the target flight path includes the flight path of the aircraft between the airport deployment point and the target point, the flight environment quality of the target point is better than that of the airport deployment point, the higher the flight environment quality, the safer the aircraft flight, the horizontal distance between the position of the target point and the position of the airport deployment point, and the height difference between the height of the target point and the height of the airport deployment point; In response to takeoff and landing control commands, the aircraft is controlled to execute the target route for takeoff and landing.

28. The method according to claim 27, characterized in that, The method further includes: During the execution of the target route by the aircraft, the aircraft is controlled to collect environmental data in order to determine the flight environment quality of the target route.

29. The method according to claim 28, characterized in that, In response to the flight environment quality of the target route not meeting the preset first quality condition, the target route is adjusted.

30. The method according to claim 29, characterized in that, The flight environment quality of the target route does not meet the preset first quality condition, including any of the following: the horizontal distance between the aircraft and the obstacle when the aircraft is on the target route is less than a preset distance, or the interference level of the positioning signal received by the aircraft when it is on the target route is greater than a preset threshold.

31. The method according to claim 29, characterized in that, The adjustment of the target route includes: Adjust the target point; Plan the target route based on the adjusted target points.

32. The method according to claim 27, characterized in that, The method further includes: During the execution of the target route by the aircraft, the aircraft is positioned based on distance data collected by an active ranging sensor on the aircraft. The distance data is obtained by the active ranging sensor from the markers of the airport deployed at the airport deployment point. The active ranging sensor is mounted on the aircraft.

33. The method according to claim 32, characterized in that, The aircraft includes an imaging device positioned close to the active ranging sensor, and the method further includes: The marker is positioned at a specified location in the image acquired by the imaging device, so that the active ranging sensor is aligned with the marker.

34. The method according to claim 33, characterized in that, The designated location includes the center position of the image acquired by the imaging device.

35. The method according to claim 33, characterized in that, When the imaging device locks onto the marker, the ranging and positioning result determined based on the distance data takes effect.

36. The method according to claim 33, characterized in that, The ranging and positioning result determined based on the distance data is invalid if one or more of the following conditions are met: the position of the marker in the image acquired by the imaging device deviates from the specified position; the proportion of the marker in the image acquired by the imaging device is less than a preset third proportion; the marker is incomplete in the image acquired by the imaging device; or the distance between the aircraft and the airport is less than a preset distance.

37. The method according to claim 33, characterized in that, Positioning the aircraft based on distance data collected by the active ranging sensor on the aircraft includes: The positioning result of the aircraft is determined using the visual positioning result and / or satellite positioning result of the aircraft, as well as the positioning result determined based on the distance data.

38. The method according to claim 37, characterized in that, The positioning results of the aircraft include the visual positioning results and / or the satellite positioning results, as well as a weighted average of the positioning results determined based on the distance data.

39. The method according to claim 38, characterized in that, As the aircraft moves along the target route, the visual positioning results and / or the satellite positioning results, as well as the weights corresponding to the positioning results determined based on the distance data, are dynamically adjusted.

40. The method according to claim 39, characterized in that, When the accuracy of the visual positioning result and / or the satellite positioning result increases, the weight of the positioning result determined based on the distance data is reduced.

41. The method according to claim 33, characterized in that, When the aircraft's downward-facing auxiliary light is turned on, the weight of the positioning result determined based on the distance data is reduced.

42. The method according to claim 27, characterized in that, Controlling the aircraft to execute the target route includes: In response to the aircraft performing a return mission, the aircraft is first controlled to move to the target point, and then the aircraft is controlled to land from the target point along the target route to the airport deployed at the airport deployment point.

43. The method according to claim 42, characterized in that, In response to the aircraft moving to the target point, an opening command is sent to cause the airport to open its cover.

44. The method according to claim 27, characterized in that, The method of controlling the aircraft to execute the target route includes: in response to the aircraft executing the route task, first controlling the aircraft to move along the target route to the target point, and then controlling the aircraft to move according to the task route indicated by the route task.

45. The method according to claim 27, characterized in that, The control of the aircraft to execute the target route includes: in response to the aircraft executing a guidance task, first controlling the aircraft to move along the target route to the target point, and then controlling the aircraft to move to the task point indicated by the guidance task.

46. ​​The method according to claim 27, characterized in that, Controlling the aircraft to execute the target route includes: When the aircraft performs a one-key takeoff mission, it is first controlled to move along the target route to the target point; in response to the target waypoint being higher than the target point, the aircraft is controlled to rise from the target point to the same height as the target waypoint; in response to the target waypoint being lower than the target point, the aircraft is controlled to hover at the target point.

47. The method according to claim 27, characterized in that, The vertical distance between the target point and the airport deployment point is less than a preset first distance threshold.

48. The method according to claim 27, characterized in that, The horizontal distance between the target point and the airport deployment point is less than a preset second distance threshold.

49. The method according to claim 27, characterized in that, The flight environment quality of the target point includes the degree of signal interference at the target point and / or the openness of the target point.

50. The method according to claim 49, characterized in that, The signal interference level at the target point meets the preset interference conditions, and the openness of the target point meets the preset openness conditions.

51. The method according to claim 50, characterized in that, The signal interference level at the target point meets one or more of the preset interference conditions, including: When the aircraft is located at the target point, the number of satellites that can be searched is greater than a preset number threshold, the strength of the positioning signal received by the aircraft when it is located at the target point is greater than a preset first strength threshold, and the strength of the interference signal received by the aircraft when it is located at the target point is less than a preset second strength threshold.

52. The method according to claim 50, characterized in that, The openness of the target point meets one or more of the preset openness conditions: The proportion of sky in the sky image collected when the aircraft is located at the target point is greater than a preset first proportion; the proportion of obscured satellite trajectories to total trajectories in the sky image collected when the aircraft is located at the target point is less than a preset second proportion; and the horizontal distance between the aircraft and the obstacle when the aircraft is located at the target point is greater than a preset distance.

53. The method according to claim 27, characterized in that, The target point is determined based on the following method: Control the aircraft to move to the candidate point; If the flight environment quality of the candidate point meets the preset quality conditions, the candidate point is selected as the target point.

54. The method according to claim 53, characterized in that, The flight environment quality of the candidate points is determined based on the environmental data of the candidate points collected by the aircraft.

55. The method according to claim 53, characterized in that, The control of the aircraft to move to the candidate point includes: The aircraft can be controlled to move to a candidate point according to the user's instructions, or the aircraft can be automatically controlled to move to a candidate point.

56. The method according to claim 53, characterized in that, The candidate points include a plurality of pre-set candidate points located at different heights above the airport deployment point.

57. The method according to claim 56, characterized in that, The flight environment quality requirements for candidate sites at different altitudes vary.

58. The method according to claim 57, characterized in that, The higher the altitude of the candidate site, the higher the quality requirements that the flight environment must meet.

59. The method according to claim 58, characterized in that, The flight environment quality of the candidate point meets preset quality conditions, including one or more of the following: the horizontal distance between the aircraft and the obstacle when the aircraft is located at the candidate point is greater than a preset distance; the proportion of sky in the sky image collected when the aircraft is located at the candidate point is greater than a preset first proportion; and the signal interference level when the aircraft is located at the candidate point is less than a preset interference level threshold. Wherein, the preset distance is positively correlated with the height of the candidate point, the first proportion is positively correlated with the height of the candidate point, and the interference level threshold is negatively correlated with the height of the candidate point.

60. The method according to claim 56, characterized in that, The control of the aircraft to move to the candidate point includes: The aircraft is controlled to traverse the multiple candidate points in ascending order of altitude. In response to the current candidate point's flight environment quality meeting a preset quality condition, the current candidate point is determined as the target point, and the traversal stops.

61. The method according to claim 56, characterized in that, The target point is the candidate point among the multiple candidate points whose flight environment quality meets the preset quality conditions and whose altitude is the smallest.

62. The method according to claim 27, characterized in that, The flight environment quality of the airport deployment point is determined based on environmental data collected by the aircraft at a specified altitude directly above the airport deployment point.

63. The method according to claim 62, characterized in that, The environmental data includes one or more of the following: The sky images collected by the aircraft, the horizontal distance between the aircraft and the obstacles, the satellite search data of the aircraft, and the intensity of the positioning signals and / or interference signals received by the aircraft.

64. The method according to claim 27, characterized in that, The target route runs from the airport deployment point to the target point.

65. The method according to claim 64, characterized in that, The target route meets one or more of the following criteria: The horizontal distance between each waypoint after the airport deployment point on the target route and the airport deployment point increases progressively. The vertical distance between each waypoint after the airport deployment point on the target route and the airport deployment point increases. At least part of the target flight path has an angle smaller than a preset angle between it and the perpendicular line passing through the airport deployment point.

66. The method according to claim 27, characterized in that, The target route includes a first route segment, a second route segment, and a third route segment connected by each other. The first route segment includes a horizontal line segment with the starting point being the takeoff point. The second route segment coincides with the target straight line. The third route segment is a horizontal line segment with the ending point being the target point. The takeoff point is located directly above the airport deployment point. The target straight line passes through the airport deployment point, and the angle between the target straight line and the perpendicular line passing through the airport deployment point is a preset angle.

67. The method according to claim 27, characterized in that, The target route includes a first route segment, a second route segment, and a third route segment connected by a line. The first route segment includes a horizontal line segment with the starting point being the takeoff point. The second route segment coincides with the target straight line. The third route segment is a line segment with the ending point being the target point. The third route segment is located on the side of the target straight line close to the perpendicular line passing through the airport deployment point. The target straight line passes through the airport deployment point, and the angle between it and the perpendicular line is a preset angle.

68. The method according to claim 27, characterized in that, The target route includes a first route segment and a second route segment connected by a line segment. The first route segment includes a horizontal line segment with the starting point being the takeoff point, and the second route segment includes a line segment with the ending point being the target point. The second route segment is located on the side of the target straight line that is close to the perpendicular line passing through the airport deployment point. The target straight line passes through the airport deployment point, and the angle between it and the perpendicular line is a preset angle.

69. The method according to any one of claims 66-68, characterized in that, When the aircraft is located on the side of the target line closer to the vertical line, the aircraft can observe the markers deployed at the airport deployment point; when the aircraft is located on the side of the target line farther from the vertical line, the aircraft cannot observe the markers.

70. An aircraft control method, characterized in that, The method includes: Obtain a target route and a work route, wherein the target route is used for the aircraft to perform take-off and landing operations, and the work route is used for the aircraft to perform work tasks. The aircraft is controlled to move from the airport deployment point to the takeoff point. The path points of the target route include the airport deployment point and the takeoff point. The position of the takeoff point is basically the same as the position of the airport deployment point in the horizontal direction, and the altitude of the takeoff point is greater than the altitude of the airport deployment point. The aircraft is controlled to move from the takeoff point to the target point. The path points of the target route also include the target point. The position of the target point is separated from the position of the takeoff point in the horizontal direction. The height of the target point is greater than the height of the takeoff point. The flight environment quality of the target point is better than the flight environment quality of the airport deployment point. The higher the flight environment quality, the safer the aircraft flight. The aircraft is controlled to move from the target point to the operation start point and perform the operation task, wherein the operation route includes the operation start point, and the position of the operation start point is different from the position of the target point.

71. The method according to claim 70, characterized in that, The aircraft will perform a hovering operation after reaching both the takeoff point and the target point.

72. A method for controlling an aircraft, the method comprising: In response to the fact that the accuracy of the visual positioning result and / or satellite positioning result of the aircraft does not meet the preset conditions, the onboard imaging device of the aircraft is controlled to track and identify the relevant features of the airport; Based on the tracking information of the airport's relevant features tracked by the imaging device on the aircraft, the active ranging sensor on the aircraft is controlled to move toward the airport for detection, and the active ranging sensor is capable of emitting detection signals; The aircraft is located based on the detection information from the active ranging sensor onboard the aircraft.

73. The method according to claim 72, characterized in that, The imaging device is positioned close to the active ranging sensor. The control of the aircraft-borne imaging device to track and identify relevant features of the airport includes: controlling the airport marker to be located at a designated position in the image acquired by the imaging device, so that the active ranging sensor is aligned with the marker.

74. The method according to claim 73, characterized in that, The designated location includes the center position of the image acquired by the imaging device.

75. The method according to claim 74, characterized in that, When the imaging device locks onto the marker, the positioning result determined based on the detection information takes effect.

76. The method according to claim 73, characterized in that, The positioning result determined based on the detection information becomes invalid if one or more of the following conditions are met: The marker's position in the image acquired by the imaging device deviates from the designated position; the marker's proportion in the image acquired by the imaging device is less than a preset third proportion; the marker is incomplete in the image acquired by the imaging device; and the distance between the aircraft and the airport is less than a preset distance.

77. The method according to claim 72, characterized in that, Based on the detection information from the active ranging sensor onboard the aircraft, the aircraft is located, including: The positioning result of the aircraft is determined using the visual positioning result and / or satellite positioning result of the aircraft, as well as the positioning result determined based on the detection information.

78. The method according to claim 77, characterized in that, The positioning results of the aircraft include the visual positioning results and / or the satellite positioning results, as well as a weighted average of the positioning results determined based on the detection information.

79. The method according to claim 78, characterized in that, During the takeoff and landing of the aircraft from the airport, the weights corresponding to the visual positioning results and / or the satellite positioning results, as well as the positioning results determined based on the detection information, are dynamically adjusted.

80. The method according to claim 79, characterized in that, When the accuracy of the visual positioning result and / or the satellite positioning result increases, the weight of the positioning result determined based on the detection information is reduced.

81. The method according to claim 79, characterized in that, When the aircraft's downward-facing auxiliary light is turned on, the weight of the positioning result determined based on the detection information is reduced.

82. An apparatus for route planning, characterized in that, include: At least one processor; At least one memory including computer program code, wherein at least one of the memory and the computer program code, together with at least one of the processors, are configured to cause the apparatus to perform at least the method as claimed in any one of claims 1 to 26.

83. A control device for an aircraft, characterized in that, include: At least one processor; At least one memory including computer program code, wherein at least one of the memory and the computer program code, together with at least one of the processors, are configured to cause the control device to perform at least the method as described in any one of claims 27 to 81.

84. A flight system, characterized in that, Including route planning and aircraft, The route planning terminal can be used to execute the following methods: Obtain relevant information about airport deployment points, wherein the relevant information includes the location information of the airport deployment points; The location information of the target point is determined, wherein the location information of the target point is associated with the relevant information of the airport deployment point, the flight environment quality of the target point is better than that of the airport deployment point, the higher the flight environment quality, the safer the aircraft flight, the horizontal distance between the location of the target point and the location of the airport deployment point, and the height difference between the height of the target point and the height of the airport deployment point. Based on the location information of the target point and the airport deployment point, a target route is planned, wherein the target route includes the route of the aircraft between the airport deployment point and the target point, for the aircraft to execute the route to land from the target point to the airport deployment point, or / and to execute the route to take off from the airport deployment point to the target point; The aircraft is capable of performing the following methods: Obtain the target route; In response to takeoff and landing control commands, the aircraft is controlled to execute the target route for takeoff and landing.

85. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1-81.

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