CN112313594A

CN112313594A - Control method, device and equipment of unmanned aerial vehicle and storage medium

Info

Publication number: CN112313594A
Application number: CN201980040029.3A
Authority: CN
Inventors: 邹亭; 苏兴
Original assignee: SZ DJI Technology Co Ltd
Current assignee: SZ DJI Technology Co Ltd
Priority date: 2019-11-05
Filing date: 2019-11-05
Publication date: 2021-02-02
Anticipated expiration: 2039-11-05
Also published as: CN117724520A; CN112313594B; WO2021087718A1

Abstract

The utility model provides an unmanned aerial vehicle's control method, a device, equipment and storage medium, when controlling unmanned aerial vehicle according to the flight of preset route, if barrier and unmanned aerial vehicle are located the same flight path section that this preset route includes, then control unmanned aerial vehicle and avoid this barrier along first route of detouring, if barrier and unmanned aerial vehicle are located different flight path sections, then control unmanned aerial vehicle and avoid this barrier along the second route of detouring that is different from first route of detouring, that is to say, when the relative position of unmanned aerial vehicle and barrier is different, unmanned aerial vehicle can select different route of detouring to avoid the barrier, thereby the flexibility of unmanned aerial vehicle route strategy has been improved, make unmanned aerial vehicle can be nimble automatic bypass the barrier, and do not need frequent brake, the efficiency of avoiding barrier of unmanned aerial vehicle has not only been improved, and operating efficiency, user's requirement to automation and intellectuality has still been satisfied.

Description

Control method, device and equipment of unmanned aerial vehicle and storage medium

Technical Field

The embodiment of the application relates to the field of unmanned aerial vehicles, in particular to a control method, a control device, control equipment and a storage medium for an unmanned aerial vehicle.

Background

Unmanned aerial vehicle is provided with usually and keeps away barrier system among the prior art, when detecting that there is the barrier around the unmanned aerial vehicle, can control unmanned aerial vehicle to carry out the detour and keep away the barrier or brake and hover. However, the current bypassing strategy of the unmanned aerial vehicle is not flexible enough, which causes more situations of triggering the unmanned aerial vehicle to hover, reduces the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle, and is difficult to meet the requirements of users on automation and intellectualization.

Disclosure of Invention

The embodiment of the application provides a control method, a control device, control equipment and a storage medium of an unmanned aerial vehicle, so that the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle are improved, and the requirements of a user on automation and intellectualization are met.

A first aspect of an embodiment of the present application provides a control method for an unmanned aerial vehicle, where the unmanned aerial vehicle is provided with a detection device, the detection device is configured to detect obstacles around the unmanned aerial vehicle, and the method includes:

controlling the unmanned aerial vehicle to fly according to a preset air route, wherein the preset air route comprises a first air route segment and a second air route segment, the unmanned aerial vehicle is located in the first air route segment, and the barrier is located in the second air route segment;

when the first flight segment and the second flight segment are the same flight segment, the unmanned aerial vehicle is controlled to avoid the obstacle along a first detour route, and when the first flight segment and the second flight segment are different flight segments, the unmanned aerial vehicle is controlled to avoid the obstacle along a second detour route different from the first detour route.

A second aspect of the embodiments of the present application provides an unmanned aerial vehicle's controlling means, unmanned aerial vehicle is provided with detection device, detection device is used for surveying the barrier around the unmanned aerial vehicle, controlling means includes: a memory and a processor;

the memory is used for storing program codes;

the processor, invoking the program code, when executed, is configured to:

A third aspect of the embodiments of the present application provides an unmanned aerial vehicle, including:

a body;

the power system is arranged on the fuselage and used for providing flight power;

a detection device for detecting obstacles around the drone; and

the control device according to the second aspect.

A fourth aspect of embodiments of the present application is to provide a computer-readable storage medium, on which a computer program is stored, the computer program being executed by a processor to implement the method of the first aspect.

In the control method, the apparatus, the device and the storage medium for the unmanned aerial vehicle provided by the embodiment, when the unmanned aerial vehicle is controlled to fly according to the preset air route, if it is determined that the obstacle and the unmanned aerial vehicle are located on the same air route segment of the preset air route, controlling the unmanned aerial vehicle to avoid the obstacle along the first detour route, if the obstacle and the unmanned aerial vehicle are determined to be positioned on different route segments of the preset route, controlling the unmanned aerial vehicle to avoid the obstacle along the second detour route, the first detour route is different from the second detour route, namely, when the relative positions of the unmanned aerial vehicle and the obstacle are different, the unmanned aerial vehicle can select different detour routes to avoid the obstacle, thereby improving the flexibility of the bypassing strategy of the unmanned aerial vehicle, leading the unmanned aerial vehicle to flexibly and automatically bypass the barrier, and frequent braking is not needed, so that the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle are improved, and the requirements of users on automation and intellectualization are also met.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive labor.

Fig. 1 is a schematic diagram of an application scenario provided in an embodiment of the present application;

FIG. 2 is a schematic diagram of a default route provided in an embodiment of the present application;

fig. 3 is a flowchart of a control method for an unmanned aerial vehicle according to an embodiment of the present application;

FIG. 4 is a schematic diagram of a detour route provided by an embodiment of the present application;

FIG. 5 is a schematic diagram of another detour route provided by an embodiment of the present application;

FIG. 6 is a schematic diagram of another detour route provided by an embodiment of the present application;

FIG. 7 is a schematic diagram of another detour route provided by an embodiment of the present application;

FIG. 8 is a schematic diagram of another detour route provided by an embodiment of the present application;

FIG. 9 is a schematic diagram of another detour route provided by an embodiment of the present application;

fig. 10 is a schematic diagram of another application scenario provided in the embodiment of the present application;

fig. 11 is a schematic diagram of a global grid map provided in an embodiment of the present application;

FIG. 12 is a schematic diagram of a plurality of detour routes provided in an embodiment of the present application;

FIG. 13 is a schematic diagram of multiple target return paths provided by an embodiment of the present application;

FIG. 14 is a schematic illustration of yet another alternative detour route provided by an embodiment of the present application;

FIG. 15 is a schematic view of yet another alternative detour route provided in an embodiment of the present application;

fig. 16 is a schematic diagram of another application scenario provided in an embodiment of the present application;

fig. 17 is a schematic diagram of another application scenario provided in an embodiment of the present application;

fig. 18 is a structural diagram of a control device according to an embodiment of the present application.

Reference numerals:

10: an unmanned aerial vehicle; 11: a spraying device;

1: a waypoint; 2: a waypoint; 3: a waypoint;

4: a waypoint; 5: a waypoint; 6: a waypoint;

7: a waypoint; 8: a waypoint; 21: an obstacle;

41: a detour route; 42: a detour route; 51: a detour route;

511: the starting point of the detour 51; 512: the end of the detour line 51;

61: a detour route; 71: a detour route; 81: a detour route;

811: the starting point of the detour 81; 812: the end of the detour 81;

91: a detour route; 92: a detour route;

101: a detection device; 102: a rotating shaft; 110: a global grid map;

111: a grid; 112: a grid; 93: a detour route;

94: a detour route; 95: a detour route; 96: a detour route;

141: a flight segment; 142: a flight segment; 143: a flight segment;

151: a flight segment; 152: a flight segment; 153: a flight segment;

161: presetting a space; 180: a control device; 181: a memory;

182: a processor; 183: and a communication interface.

Detailed Description

The technical solutions in the embodiments of the present application will be described below clearly with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When a component is referred to as being "connected" to another component, it can be directly connected to the other component or intervening components may also be present.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Some embodiments of the present application will be described in detail below with reference to the accompanying drawings. The embodiments described below and the features of the embodiments can be combined with each other without conflict.

The application field of unmanned aerial vehicles is becoming more and more extensive at present, for example, can be applied to fields such as aerial photography, agriculture, plant protection, survey and drawing. In different application fields, the guarantee of the flight safety of the unmanned aerial vehicle is the first prerequisite for the unmanned aerial vehicle to execute tasks. Therefore, in general, the drone needs to be provided with a detection device for detecting obstacles around the drone. When the detection equipment detects the obstacles around the unmanned aerial vehicle, the unmanned aerial vehicle carries out obstacle avoidance flight so as to avoid the obstacles. For example, taking an unmanned aerial vehicle in the field of agriculture and plant protection as an example, as shown in fig. 1, an unmanned aerial vehicle 10 is provided with a spraying device 11, and the spraying device 11 can be used for spraying pesticides, water, seeds and the like. It is understood that the present embodiment does not limit the installation position of the sprinkler 11 on the drone 10. In particular, the drone 10 may be an agricultural drone. The drone 10 may fly according to a preset route while performing the spraying mission. The predetermined route may be, for example, a route passing through waypoint 1, waypoint 2, waypoint 3, waypoint 4, waypoint 5, waypoint 6, waypoint 7 and waypoint 8 as shown in fig. 2, and the predetermined route shown in fig. 2 is only an exemplary illustration and is not particularly limited.

As shown in fig. 2, when an obstacle 21 occurs around the drone 10, the drone 10 needs to determine a detour strategy, but the current detour strategy of the drone is not flexible enough. For example, the drone 10 will hover when the distance of the obstacle 21 relative to the drone 10, or the distance of the obstacle 21 relative to the end point 2 of the flight segment 12, is insufficient for the drone 10 to complete the detour. Alternatively, the obstacle 21 is located on the flight path segment 23, and when the unmanned aerial vehicle 10 continues to fly forward along the flight path segment 12 to the flight path segment 23, the unmanned aerial vehicle 10 cannot complete the detour due to the short flight path segment 23, and also can hover. That is to say, because unmanned aerial vehicle's the strategy of detouring is not flexible enough, leads to unmanned aerial vehicle in the operation in-process, can frequent brake hover, and further, needs the user to control unmanned aerial vehicle and avoids the barrier. Thereby reduced unmanned aerial vehicle keep away barrier efficiency and operating efficiency, be difficult to satisfy the requirement of user to automation and intellectuality. In order to solve the problem, the present application provides a control method for an unmanned aerial vehicle, which is described below with reference to specific embodiments.

Fig. 3 is a flowchart of a control method for an unmanned aerial vehicle according to an embodiment of the present application. This unmanned aerial vehicle is provided with detection equipment, detection equipment is used for surveying the barrier around the unmanned aerial vehicle. As shown in fig. 3, the method in this embodiment may include:

s301, controlling the unmanned aerial vehicle to fly according to a preset air route, wherein the preset air route comprises a first air route segment and a second air route segment, the unmanned aerial vehicle is located on the first air route segment, and the barrier is located on the second air route segment.

The preset route described in this embodiment may be, for example, a route as shown in fig. 2. The control device in the unmanned aerial vehicle 10 controls the unmanned aerial vehicle 10 to fly according to the preset air route. The control device may specifically be a flight controller of the unmanned aerial vehicle 10, or may also be another control module.

In this embodiment, unmanned aerial vehicle and barrier can be located same flight path section, also can be located different flight path sections. For example, the route segment where the unmanned aerial vehicle is located is recorded as a first route segment, and the route segment where the obstacle is located is recorded as a second route segment. That is to say, the preset route includes a first route segment and a second route segment, and the first route segment and the second route segment may be the same route segment or different route segments.

S302, when the first flight segment and the second flight segment are the same flight segment, the unmanned aerial vehicle is controlled to avoid the obstacle along a first detour route, and when the first flight segment and the second flight segment are different flight segments, the unmanned aerial vehicle is controlled to avoid the obstacle along a second detour route different from the first detour route.

As shown in fig. 2, the first route segment is, for example, route segment 12, and the second route segment may be route segment 12, or other route segments such as route segment 23, route segment 34, or route segment 45.

When the drone 10 and the obstacle 21 are located on the same route segment, such as the route segment 12, the control device may control the drone to avoid the obstacle 21 along the first detour route. In the embodiment of the present application, the detour route specifically refers to a route which is planned to be able to detour an obstacle and is deviated from the preset route. For example, the first detour route may be the detour route 41 or the detour route 42 shown in fig. 4, or the first detour route may also be the detour route 51 shown in fig. 5, or the first detour route may also be the detour route 61 shown in fig. 6.

When the drone 10 and the obstacle 21 are located on different flight paths, as shown in fig. 7, the drone 10 is located on the flight path 12 and the obstacle 21 is located on the flight path 23, the control device may control the drone to avoid the obstacle 21 along the second detour path. The second detour route is different from the first detour route. For example, the second detour line may be the detour line 71 as shown in fig. 7. Alternatively, the second detour route may be the detour route 81 as shown in fig. 8.

It will be appreciated that although the detour 71 and the detour 61 are of the same shape, for example, both being parallel to the flight path segment 23, the start of the detour 71 is at a different location on the flight path segment 12 than the start of the detour 61 and the end of the detour 71 is at a different location on the flight path segment 34 than the end of the detour 61. Similarly, the starting point 811 of the detour route 81 and the starting point 511 of the detour route 51 may be different, and the ending point 812 of the detour route 81 and the ending point 512 of the detour route 51 may be different.

In the embodiment, when the unmanned aerial vehicle is controlled to fly according to the preset air route, if the obstacle and the unmanned aerial vehicle are determined to be located in the same air route segment included by the preset air route, controlling the unmanned aerial vehicle to avoid the obstacle along a first detour route, if the obstacle and the unmanned aerial vehicle are determined to be positioned at different route segments included by the preset route, controlling the unmanned aerial vehicle to avoid the obstacle along a second detour route, the first detour route is different from the second detour route, namely, when the relative positions of the unmanned aerial vehicle and the obstacle are different, the unmanned aerial vehicle can select different detour routes to avoid the obstacle, thereby improving the flexibility of the bypassing strategy of the unmanned aerial vehicle, leading the unmanned aerial vehicle to flexibly and automatically bypass the barrier, and frequent braking is not needed, so that the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle are improved, and the requirements of users on automation and intellectualization are also met.

On the basis of the embodiment, the preset route comprises a plurality of operation route segments and a plurality of interval route segments, and the interval route segments are connected with two adjacent operation route segments; the first flight segment is the operation flight segment, and the second flight segment is the interval flight segment; or the first flight segment is the operation flight segment, and the second flight segment is the operation flight segment; or the first flight segment is the interval flight segment, and the second flight segment is the operation flight segment; or the first route segment is the interval route segment, and the second route segment is the interval route segment.

As shown in fig. 4-8, for example, route segment 12, route segment 34, route segment 56, and route segment 78 are task route segments, and route segment 23, route segment 45, and route segment 67 are bay route segments, wherein a bay route segment may connect two adjacent task route segments. Taking an agricultural unmanned aerial vehicle as an example, the agricultural unmanned aerial vehicle sprays on an operating route segment, and stops spraying on an interval route segment.

In one possible case, the first segment as described above is the working segment and the second segment as described above is the spaced segment, as shown in fig. 7, the drone 10 is located on the segment 12 and the obstacle 21 is located on the segment 23, that is, the first segment and the second segment are the two segments that are connected. In some embodiments, the first and second flight path segments may also be two non-contiguous flight path segments, e.g., the drone 10 may be located on the flight path segment 12 and the obstacle 21 may be located on the flight path segment 45.

In another possible case, where the first flight path is a working flight path and the second flight path is a working flight path, as described above, as shown in fig. 6, the drone 10 and the obstacle 21 are both on the flight path 12, that is, the drone 10 and the obstacle 21 are on the same working flight path. In other embodiments, the drone 10 and the obstacle 21 may also be located on different operational flight lines, for example, the drone 10 is located on the flight line 12 and the obstacle 21 is located on the flight line 34.

In yet another possible case, the first leg segment as described above is a separation leg segment and the second leg segment as described above is a working leg segment, e.g., the drone 10 may be located on leg segment 23 and the obstacle 21 on leg segment 34, i.e., the first leg segment and the second leg segment are two leg segments connected. In some embodiments, the first and second flight path segments may also be two non-contiguous flight path segments, e.g., the drone 10 may be located on the flight path segment 23 and the obstacle 21 is located on the flight path segment 56.

In yet another possible case, the first flight segment as described above is a spaced flight segment, and the second flight segment as described above is a spaced flight segment, for example, the drone 10 and the obstacle 21 may be located on the flight segment 23 at the same time, and in other embodiments, the drone 10 and the obstacle 21 may be located on different spaced flight segments, for example, the drone 10 is located on the flight segment 23 and the obstacle 21 is located on the flight segment 45.

It can be understood that, although there are many situations in the first route segment and the second route segment, in each case, the control device of the unmanned aerial vehicle may adopt the control method of the unmanned aerial vehicle described in the embodiment of the present application to avoid obstacles.

Optionally, each of the spaced route segments and the working route segment connected with the spaced route segment are arranged vertically or obliquely to each other. As shown in fig. 4-8, route segment 12 and route segment 23 are perpendicular to each other, route segment 23 and route segment 34 are perpendicular to each other, route segment 45 and route segment 56 are perpendicular to each other, and route segment 67 and route segment 78 are perpendicular to each other.

In some embodiments, the separation flight segment and the work flight segment connected thereto are obliquely arranged. As shown in fig. 9, the route sections 12, 23, 34, 45, 56 may be in the same plane, wherein the inclined positions are set between the route sections 12 and 23, between the route sections 23 and 34, between the route sections 34 and 45, and between the route sections 45 and 56, and the specific inclination angles are not limited herein.

In this embodiment, the preset air route may include a plurality of operation air route segments and a plurality of interval air route segments, wherein the first air route segment where the unmanned aerial vehicle is located may be an operation air route segment or an interval air route segment, the second air route segment where the obstacle is located may be an operation air route segment or an interval air route segment, and in addition, the first air route segment and the second air route segment may be the same air route segment or different air route segments, so that the control method of the unmanned aerial vehicle according to the present application may be applicable to more application scenarios. In addition, the interval flight line segment and the operation flight line segment connected with the interval flight line segment can be perpendicular to each other and can be obliquely arranged, so that the flexibility of the flight line segment in the preset flight line is improved.

On the basis of the above embodiment, before controlling the unmanned aerial vehicle to avoid the obstacle along the first detour route, the method further includes: determining the first detour route based at least in part on a distance between the obstacle to an end point of the first route segment.

For example, the first detour route may be the

detour route

41 or 42 shown in fig. 4, or may be the detour route 51 shown in fig. 5, or may also be the detour route 61 shown in fig. 6, or may also be another detour route. That is, there may be a plurality of situations for the first detour, and the control means needs to determine which route the first detour is, in particular, based on at least the distance of the obstacle 21 from the end point of the first route segment, before controlling the drone to avoid the obstacle along the first detour.

Specifically, if the distance from the obstacle to the end point of the first route segment is greater than or equal to a first preset distance threshold, the start point and the end point of the first detour route are located in the first route segment; if the distance from the obstacle to the end point of the first route segment is smaller than a first preset distance threshold, the starting point of the first detour route is located at the first route segment, and the end point of the first detour route is located at an adjacent route segment connected with the end point of the first route segment or a route segment connected with the end point of the adjacent route segment.

As shown in fig. 9, the distance between the unmanned aerial vehicle 10 and the obstacle 21 on the flight path segment 34 and the end point of the obstacle 21 relative to the flight path segment 34, i.e., the flight point 4, is denoted as d 1. Comparing d1 with a first preset distance threshold, which is denoted as min _ back _ dis, if d1 is greater than or equal to min _ back _ dis, the start point and the end point of the first detour route are located on the route segment 34, for example, the first detour route is the

detour route

91 or 92 shown in fig. 9.

The following describes a method for generating the detour route 91 or the detour route 92 in conjunction with a specific embodiment.

As shown in fig. 10, 101 denotes a detection device on the drone 10, and here, the installation position of the detection device 101 on the drone 10 is not limited, and for example, the detection device 101 may be installed below the body of the drone 10 or above the body of the drone 10.

Optionally, the detection device is rotated along a rotation axis (e.g., rotation axis 102) perpendicular to the ground to perform 360-degree omnidirectional detection in the horizontal direction. Optionally, the detection device comprises a millimeter wave radar. Alternatively, in other embodiments, the probing device 101 may be a multiple Time of Flight (TOF) ranging sensor or multiple vision sensors. Here, a millimeter wave radar is taken as an example, and the millimeter wave radar can detect obstacles in a range of 360 degrees in the horizontal direction around the unmanned aerial vehicle. And after the control device of the unmanned aerial vehicle acquires the detection data output by the millimeter wave radar, establishing a digital map according to the detection data. The digital map may be a global grid map, and the digital map is schematically illustrated as the global grid map, and it is understood that the global grid map appearing in the following part of the present document may be equally replaced with the digital map. For example, as shown in fig. 11, 110 represents a global grid map, each grid is marked with a numerical value, the initial value of the numerical value may be 0, when the detection device detects an obstacle during the movement of the drone, the numerical value in the global grid map is updated in real time, and the numerical value of the grid where the obstacle is located is updated to a value other than 0, for example, to the height of the obstacle. In this way, when the height values are marked on the

grids

111 and 112, it indicates that the positions corresponding to the

grids

111 and 112 have obstacles, and when the height values are not marked on the other grids, it indicates that the positions corresponding to the other grids have no obstacles.

As shown in fig. 12, when the drone flies to the route segment 34, the drone determines that there is an obstacle 21 on the route segment 34 according to the global grid map.

In this application embodiment, the barrier with unmanned aerial vehicle satisfies preset position relation. The preset positional relationship includes: the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset air route is greater than or equal to a third preset distance threshold value.

For example, when the unmanned aerial vehicle 10 flies to the point a on the route segment 34, the distance of the obstacle 21 in the direction of the preset route relative to the unmanned aerial vehicle 10 is greater than or equal to a third preset distance threshold, and the third preset distance threshold is recorded as d. It will be appreciated that the distance of the obstacle 21 relative to the drone 10 in the direction of the preset course may be the same in some scenarios, but may be different in some scenarios, as the distance of the obstacle 21 relative to the drone 10. For example, in fig. 12, since the obstacle 21 and the drone 10 are on the same route segment, the distance of the obstacle 21 relative to the drone 10 in the direction of the preset route is the same as the distance of the obstacle 21 relative to the drone 10. However, in the scenario shown in fig. 8, the distance of the obstacle 21 relative to the drone 10 in the direction of the preset route is the sum of the distance from the current position of the drone 10 to the waypoint 2 and the distance from the waypoint 2 to the obstacle 21. And the distance of the obstacle 21 relative to the drone 10 may refer to the linear distance of the obstacle 21 relative to the drone 10. However, in the scenario shown in fig. 8, the sum of the straight-line distance and the distance described above is different.

For example, when the distance of the obstacle 21 in the direction of the preset course with respect to the unmanned aerial vehicle 10 is greater than or equal to d, the control device may determine a plurality of detours, for example, detour route 91-detour route 96. The distance between adjacent detours in the plurality of detours is a preset distance, for example, the distance between the detours 91 and the detours 94 is a preset distance. In addition, the distance between the detour line 91 or the detour line 93 closest to the route segment 34 and the route segment 34 may be a preset distance. Further, one detour route may be determined as the first detour route from the plurality of detour routes. For example, a detour which is closest to the route segment 34 and on which there is no obstacle may be selected as the first detour from the plurality of detours. For example, the detour route 91 may be the first detour route.

Further, the unmanned aerial vehicle 10 starts to decelerate from the point a, for example, the control device calculates a speed limit value of the unmanned aerial vehicle 10 according to the real-time distance of the unmanned aerial vehicle 10 relative to the obstacle 21, and generates a speed limit instruction according to the speed limit value to control the unmanned aerial vehicle 10 to decelerate.

When decelerating to point B, if the speed of the drone 10 reaches a preset speed threshold and the distance of point B from the obstacle 21 is greater than or equal to the safe distance, the drone 10 is controlled to move from point B to the detour route 91, for example, the drone 10 is controlled to smoothly transition from point B to the detour route 91. That is, in the process from a to B, the unmanned aerial vehicle 10 is in the deceleration state, and therefore, the distance from a to B can be recorded as the deceleration distance. Optionally, the third preset distance threshold is determined according to a deceleration distance and a safety distance of the drone, and therefore, the third preset distance threshold is related to a speed of the drone. For example, when the speed of the drone is greater, the third preset distance threshold may be set greater so that the drone has sufficient time to slow down around. When the speed of the drone is small, the third preset distance threshold may be set smaller.

Optionally, when the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset route is less than the third preset distance threshold, controlling the unmanned aerial vehicle to hover. As shown in fig. 12, if the distance between the obstacle 21 and the unmanned aerial vehicle 10 in the direction of the preset route is less than the third preset distance threshold when the unmanned aerial vehicle 10 flies to the point a on the route segment 34, the control device of the unmanned aerial vehicle may control the unmanned aerial vehicle to hover.

Further, as shown in fig. 13, during the movement of the drone 10 in accordance with a first detour, such as the detour 91, the drone 10 may determine a target return path from the current position of the drone 10 in the detour 91 to the working flight segment 34. For example, the current position of the drone 10 in the detour route 91 is point a, the drone 10 determines a target return path from point a to the route segment 34, and detects whether there is an obstacle in the target return path. Optionally, the unmanned aerial vehicle 10 collects a plurality of waypoints in the target return route, and detects whether there is an obstacle on the plurality of waypoints according to the digital map. As shown in fig. 13, there is an obstacle on the target return path from the point a to the route segment 34, and the drone 10 continues to move forward along the detour route 91. When the unmanned aerial vehicle 10 reaches the point b, the target return path from the point b to the route segment 34 is determined again, and whether an obstacle exists in the target return path is detected, the detection process is consistent with the detection method, and details are not repeated here.

It is understood that during the forward movement of the drone 10 along the detour 91, the position of the drone 10 in the detour 91 changes in real time, and each time the position of the drone 10 in the detour 91 changes, the drone 10 can determine a target return path. Eventually the drone 10 may detect a target return path that is closest to the obstacle and at a safe distance from the obstacle. For example, a target return path from point C to the flight path segment 34, at which time the control device may control the drone 10 to return from point C to the flight segment 34 along the target return path.

The case where the distance d1 of the obstacle 21 from the end point of the flight segment 34 is greater than or equal to min _ back _ dis was described above. When d1 is smaller than min _ back _ dis, the method for determining the first detour line is described, specifically, when d1 is smaller than min _ back _ dis, the starting point of the first detour line is located on the route segment 34, and the ending point of the first detour line is located on the adjacent route segment 45 connected to the route point 4 or the route segment 56 connected to the adjacent route segment 45.

As shown in fig. 14, the distance d1 between the unmanned aerial vehicle 10 and the obstacle 21 on the flight path segment 34 and the obstacle 21 relative to the end point of the flight path segment 34, i.e., the flight point 4, is less than min _ back _ dis, and at this time, a plurality of flight path segments parallel to the flight path segment 45, such as the flight path segment 141, the flight path segment 142, and the flight path segment 143, may be determined, and it is understood that the number of flight path segments parallel to the flight path segment 45 is not limited herein. The

route sections

141, 142, and 143 may be arranged at equal intervals or at unequal intervals. In addition, the segment 141 of the route segment 141, the route segment 142, and the route segment 143 closest to the obstacle 21 needs to keep a certain distance from the obstacle 21, the distance is denoted as d2, and d2 can be denoted as obs _ safe _ dis. Further, the drone needs to determine a target flight path segment from the flight path segment 141, the flight path segment 142, and the flight path segment 143, specifically, the drone may select the flight path segment that is closest to the obstacle 21 and has no other obstacle thereon as the target flight path segment, for example, if there is no other obstacle on the flight path segment 141, the flight path segment 141 may be used as the target flight path segment. Further, the control device of the drone 10 controls the drone 10 to move from the route segment 34 to the route segment 141.

As shown in fig. 14, 0 represents a position point of the obstacle 21, and the position point may be a center point of the obstacle 21 or a boundary point of the obstacle 21. Accordingly, a 0 is taken as 0' on the flight path segment 141. The position point of the unmanned aerial vehicle 10 on the flight path segment 141 is denoted as U, and the foot drop point of U on the flight path segment 45 is denoted as U'. As the drone 10 moves on the flight path 141, the drone 10 may determine in real time whether the drone 10 has passed point 0'. After the drone 10 determines that point 0 'has been passed, it is detected whether the distance of U' from the end point of the leg segment 45, i.e., the leg point 5, is greater than or equal to min _ back _ dis. It will be appreciated that the location point U of the drone 10 on the flight segment 141, and correspondingly U ', is also changing in real time, as is the distance of U' from the end point of the flight segment 45, i.e., the waypoint 5.

If the distance of U' from the end point of the flight segment 45, i.e., the waypoint 5, is greater than or equal to min _ back _ dis, the drone flies to the flight segment 45 along the path1 and continues to fly along the flight segment 45. Here, the shape of the path1 is not limited, and the path1 may be a route segment that starts from the position point U, is parallel to the route segment 34, and can reach the route segment 45, for example. In this case, the start of the first detour is on leg 34 and the end of the first detour is on leg 45.

If the distance of U' from the end of the flight segment 45, i.e., waypoint 5, is less than min _ back _ dis, then the drone flies along path2 to the flight segment 56. Here, the path2 is a partial route segment from the position point U to the route segment 56 in the route segment 141. In this case, the start of the first detour is on leg 34 and the end of the first detour is on leg 56.

Further, it will be appreciated that when the separation leg segment and the work leg segment connected thereto are perpendicular to each other, for example, the course segment 34 and the course segment 45 are perpendicular to each other, as shown in fig. 14, the path from the location point U to the drop foot point U' coincides with the path 1. When the alternate leg segment and the work leg segment connected thereto are positioned at an incline, for example, leg segment 34 and leg segment 45 are not perpendicular to each other, the path from location point U to drop foot point U' is not coincident with path 1.

The embodiment rotates along the rotating shaft vertical to the ground through the detection equipment to carry out 360-degree omnidirectional detection in the horizontal direction, and the detection range of the detection equipment to the obstacle is improved. In addition, when the obstacle and the unmanned aerial vehicle are simultaneously positioned on a first route segment, a first detour route which the unmanned aerial vehicle can detour the obstacle is determined at least according to the distance between the obstacle and the end point of the first route segment, and specifically, when the distance between the obstacle and the end point of the first route segment is greater than or equal to a first preset distance threshold value, the start point and the end point of the first detour route are positioned on the first route segment; when the distance between the end points of the obstacle relative to the first flight path segment is smaller than a first preset distance threshold, the starting point of the first detour flight path is located at the first flight path segment, the end point of the first detour flight path is located at the adjacent flight path segment connected with the end point of the first flight path segment or the flight path segment connected with the end point of the adjacent flight path segment, namely, when the distance between the obstacle relative to the end point of the first flight path segment is different, the unmanned aerial vehicle can detour the obstacle according to different first detour flight paths, so that the flexibility of the unmanned aerial vehicle detour strategy is improved when the obstacle and the unmanned aerial vehicle are simultaneously located at the first flight path segment, the unmanned aerial vehicle can flexibly and automatically detour the obstacle without frequent braking, the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle are improved, and the requirements of a user on automation and intellectualization are also met.

According to the above embodiment, when the unmanned aerial vehicle 10 and the obstacle 21 are located on different route segments, the unmanned aerial vehicle is controlled to avoid the obstacle 21 along the second detour route, which is different from the first detour route. Correspondingly, before controlling the unmanned aerial vehicle to avoid the obstacle along the second detour route, the method further comprises: determining the second detour route based at least in part on a distance from the obstacle to a point prior to a start of the second route segment.

Specifically, if the distance between the obstacle and the starting point of the second route segment is greater than or equal to a second preset distance threshold, the starting point of the second detour route is located in the second route segment, and the end point of the second detour route is located in the second route segment or an adjacent route segment connected with the end point of the second route segment; if the distance between the obstacle and the starting point of the second route segment is smaller than a second preset distance threshold, the starting point of the second detour route is located in the first route segment, and the terminal point of the second detour route is located in the second route segment or an adjacent route segment connected with the terminal point of the second route segment.

As shown in fig. 15, the drone 10 is positioned on the segment 34 and the obstacle 21 is positioned on the segment 45. That is, the course segment 34 is a first course segment and the course segment 45 is a second course segment. Here, the distance of the obstacle 21 from the waypoint 4 which is the starting point of the route segment 45 is denoted as d 3. D3 is compared with a second preset distance threshold, which is denoted as min _ avoid _ dis. If d3 is greater than or equal to min _ avoid _ dis, it is stated that d3 is sufficient for the drone to complete a detour, at which point the drone 10 may fly along the flight segment 34 to the flight segment 45, and when the drone 10 and the obstacle 21 are both located at the flight segment 45, the drone 10 may determine a second detour according to a principle similar to that of fig. 9 or 14. For example, when the distance between the obstacle 21 and the end point of the flight path segment 45, that is, the flight point 5, is greater than or equal to min _ back _ dis, the start point and the end point of the second detour path are located on the flight path segment 45, in this case, the method for determining the second detour path is similar to the method for determining the first detour path described in fig. 9, and the detailed process is not repeated here. When the distance of the obstacle 21 from the end point of the flight path segment 45, i.e., the flight point 5, is less than min _ back _ dis, the start point of the second detour path is on the flight path segment 45, and the end point of the second detour path is on the flight path segment 56.

If d3 is less than min _ avoid _ dis, it indicates that d3 is not enough for the drone to detour, and at this time, it is necessary to determine a plurality of flight path segments parallel to flight path segment 45, such as flight path segment 151, flight path segment 152, and flight path segment 153, wherein flight path segment 151, flight path segment 152, and flight path segment 153, it is understood that the number of flight path segments parallel to flight path segment 45 is not limited herein. The

route segments

151, 152, and 153 may be arranged at equal intervals or may be arranged at unequal intervals. In addition, the segment 151 closest to the obstacle 21 among the lane segment 151, the lane segment 152, and the lane segment 153 needs to keep a certain distance from the obstacle 21, the distance is denoted as d2, and d2 can be denoted as obs _ safe _ dis. Further, the drone needs to determine a target flight path segment from the flight path segment 151, the flight path segment 152, and the flight path segment 153, specifically, the drone may select the flight path segment that is closest to the obstacle 21 and has no other obstacle thereon as the target flight path segment, for example, if there are other obstacles on the flight path segment 151 and no other obstacle on the flight path segment 152, the flight path segment 152 may be taken as the target flight path segment. Further, the control of the drone 10 controls the movement of the drone 10 from the airline segment 34 to the airline segment 152.

As shown in fig. 15, 0 represents a position point of the obstacle 21, and the position point may be a center point of the obstacle 21 or a boundary point of the obstacle 21. The center point is taken as an example. Accordingly, the 0 foot point on the flight path segment 152 is denoted as 0'. The position point of the unmanned aerial vehicle 10 on the flight path segment 152 is denoted as U, and the foot drop point of U on the flight path segment 45 is denoted as U'. As the drone 10 moves over the flight segment 152, the drone 10 may determine in real time whether the drone 10 has passed point 0'. After the drone 10 determines that point 0 'has been passed, it is detected whether the distance of U' from the end point of the leg segment 45, i.e., the leg point 5, is greater than or equal to min _ back _ dis. It will be appreciated that the position point U of the drone 10 on the flight segment 152, and correspondingly U ', is also changing in real time, as is the distance of U' from the end point of the flight segment 45, i.e., the waypoint 5.

If the distance of U' from the end point of the flight segment 45, i.e., the waypoint 5, is greater than or equal to min _ back _ dis, the drone flies to the flight segment 45 along the path1 and continues to fly along the flight segment 45. Here, the shape of the path1 is not limited, and the path1 may be a route segment that starts from the position point U, is parallel to the route segment 34, and can reach the route segment 45, for example. In this case, the start of the second detour is on leg 34 and the end of the second detour is on leg 45.

If the distance of U' from the end of the flight segment 45, i.e., waypoint 5, is less than min _ back _ dis, then the drone flies along path2 to the flight segment 56. Where path2 is the portion of the segment 152 that reaches the segment 56 from the location point U. In this case, the start of the second detour is on leg 34 and the end of the second detour is on leg 56.

Further, it will be appreciated that when the separation leg segment and the work leg segment connected thereto are perpendicular to each other, for example, the course segment 34 and the course segment 45 are perpendicular to each other, as shown in fig. 15, the path from the location point U to the drop foot point U' coincides with the path 1. When the alternate leg segment and the work leg segment connected thereto are positioned at an incline, for example, leg segment 34 and leg segment 45 are not perpendicular to each other, the path from location point U to drop foot point U' is not coincident with path 1.

As shown in fig. 15, the drone 10 and the obstacle 21 are on different flight path segments, and the flight path segment where the drone 10 is located is connected with the flight path segment where the obstacle 21 is located. In some scenarios, the route segment in which the drone 10 is located may not be connected to the route segment in which the obstacle 21 is located, as shown in fig. 16, with the drone 10 located on the route segment 34 and the obstacle 21 located on the route segment 56. When the distance between the route segment 34 and the route segment 56 is relatively short, the unmanned aerial vehicle 10 may detect the obstacle 21 on the route segment 56 through the detection device, and further, according to the global grid map established by the detection device and the position information of the preset route, the distance of the obstacle 21 in the direction of the preset route relative to the unmanned aerial vehicle 10 may be determined, and may be much greater than the third preset distance threshold d as described above. If in this case the drone 10 starts to detour from the flight path segment 34, it may result in reduced coverage of the drone 10 spray. Thus, in this case, a fourth preset distance threshold d4 may be set, slightly greater than the third preset distance threshold, along which the drone 10 may continue to fly when the distance of the obstacle 21 in the direction of the preset course with respect to the drone 10 is greater than or equal to d 4. When the distance of the obstacle 21 in the direction of the preset route relative to the unmanned aerial vehicle 10 is less than d4 and greater than or equal to d, the detour route is determined again so as to detour the obstacle.

As shown in fig. 16, assuming that the distance between the obstacle 21 and the drone 10 in the direction of the preset route is greater than or equal to d4 when the drone 10 is located on the route segment 34, the drone 10 may continue to fly along the route segment 34 to reach the route segment 45, for example, when the drone 10 is located at the point M of the route segment 45, the distance between the obstacle 21 and the drone 10 in the direction of the preset route is less than d4 and greater than or equal to d, the drone 10 may determine a detour, and the determination method of the detour is similar to the second determination method of the detour described above, and will not be described herein again.

If the distance of the obstacle 21 in the direction of the preset route relative to the unmanned aerial vehicle 10 is still greater than d4 when the unmanned aerial vehicle 10 is located at the point M of the route segment 45, the unmanned aerial vehicle 10 may continue flying along the route segment 45, and if the distance of the obstacle 21 in the direction of the preset route relative to the unmanned aerial vehicle 10 is less than d4 and greater than or equal to d when the unmanned aerial vehicle 10 reaches N of the route segment 56, the unmanned aerial vehicle 10 may determine a detour route, and the method for determining the detour route is similar to the method for determining the first detour route described above, and will not be described herein again.

This embodiment is located first flight path at unmanned aerial vehicle, the barrier is located the second flight path, and first flight path and second flight path are different flight path, at least according to the distance between the starting point of barrier for this second flight path, confirm the second route of detouring of this barrier that unmanned aerial vehicle can detour, when the distance between the starting point of this barrier for this second flight path is different, unmanned aerial vehicle can detour the barrier according to the second route of detouring of difference, thereby when barrier and unmanned aerial vehicle are located different flight path, the flexibility of unmanned aerial vehicle strategy of detouring, make unmanned aerial vehicle can be nimble automatic the barrier of detouring, and do not need frequent brake, the obstacle-avoiding efficiency of unmanned aerial vehicle has not only been improved, and operating efficiency, still satisfied user to automation and intelligent requirement.

As can be seen from the above embodiments, the obstacle 21 is located on a second course segment, for example, the course segment 34 or the course segment 45. In some scenarios, however, the obstacle 21 may not be on the second leg, but the obstacle 21 is around the second leg, as shown in fig. 17, with the obstacle 21 below the leg 45 and closer to the leg 45. In this case, if the unmanned aerial vehicle 10 flies to the flight path section 45 along the flight path section 34, there is a possibility that the unmanned aerial vehicle 10 and the obstacle 21 may collide when the unmanned aerial vehicle 10 flies along the flight path section 45. Therefore, on the basis of the above embodiment, the obstacle located in the second route section includes: the obstacle is located in a preset space determined according to the second route section.

Here, the shape and size of the preset space are not limited, and for example, the preset space may be a cube, a rectangular parallelepiped, a cylinder, a sphere, or the like determined based on the second route segment. As shown in fig. 17, if an obstacle exists in the preset space 161, the second detour route may be determined according to the situation that the obstacle exists on the route segment 45 as described above, and the determination process of the second detour route is similar to the process described in the foregoing embodiment and is not described again here.

In this embodiment, since the obstacle may not be on the flight path segment but around the flight path segment, when an obstacle exists in a preset space around the flight path segment, the unmanned aerial vehicle may also collide with the obstacle, and therefore, a detour route that bypasses the obstacle is determined according to a situation that the obstacle is located on the flight path segment, and further, the safety of flight of the unmanned aerial vehicle is improved.

The embodiment of the application provides an unmanned aerial vehicle's controlling means. Unmanned aerial vehicle is provided with detection equipment, detection equipment is used for surveying the barrier around the unmanned aerial vehicle. Fig. 18 is a block diagram of a control device according to an embodiment of the present application, and as shown in fig. 18, the control device 180 includes a memory 181 and a processor 182; in addition, the control device 180 may further include a communication interface 183, and the control device 180 may be communicatively connected to the detection device through the communication interface 183, or the detection device may be integrated into the control device 180. Wherein memory 181 is used to store program code; a processor 182 that invokes the program code and when executed is operable to: controlling the unmanned aerial vehicle to fly according to a preset air route, wherein the preset air route comprises a first air route segment and a second air route segment, the unmanned aerial vehicle is located in the first air route segment, and the barrier is located in the second air route segment; when the first flight segment and the second flight segment are the same flight segment, the unmanned aerial vehicle is controlled to avoid the obstacle along a first detour route, and when the first flight segment and the second flight segment are different flight segments, the unmanned aerial vehicle is controlled to avoid the obstacle along a second detour route different from the first detour route.

Optionally, the processor 182 controls the drone to avoid the obstacle along the first detour route, and before the drone avoids the obstacle along the first detour route, the processor is further configured to: determining the first detour route based at least in part on a distance between the obstacle to an end point of the first route segment.

Optionally, if the distance between the obstacle and the end point of the first flight path segment is greater than or equal to a first preset distance threshold, the start point and the end point of the first detour flight path are located in the first flight path segment; if the distance from the obstacle to the end point of the first route segment is smaller than a first preset distance threshold, the starting point of the first detour route is located at the first route segment, and the end point of the first detour route is located at an adjacent route segment connected with the end point of the first route segment or a route segment connected with the end point of the adjacent route segment.

Optionally, the processor 182 controls the drone to avoid the obstacle along the second detour route, before further being configured to: determining the second detour route based at least in part on a distance from the obstacle to a point prior to a start of the second route segment.

Optionally, if the distance between the obstacle and the starting point of the second route segment is greater than or equal to a second preset distance threshold, the starting point of the second detour route is located in the second route segment, and the ending point of the second detour route is located in the second route segment or an adjacent route segment connected with the ending point of the second route segment; if the distance between the obstacle and the starting point of the second route segment is smaller than a second preset distance threshold, the starting point of the second detour route is located in the first route segment, and the terminal point of the second detour route is located in the second route segment or an adjacent route segment connected with the terminal point of the second route segment.

Optionally, the obstacle located in the second route segment includes: the obstacle is located in a preset space determined according to the second route section.

Optionally, the obstacle and the unmanned aerial vehicle meet a preset position relationship.

Optionally, the preset position relationship includes: the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset air route is greater than or equal to a third preset distance threshold value.

Optionally, the processor 182 is further configured to: when the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset air route is smaller than the third preset distance threshold value, controlling the unmanned aerial vehicle to hover.

Optionally, the third preset distance threshold is related to the speed of the drone.

Optionally, the detection device rotates along a rotation axis perpendicular to the ground to perform 360-degree omnidirectional detection in the horizontal direction.

Optionally, the detection device comprises a millimeter wave radar.

Optionally, the preset route comprises a plurality of operation route segments and a plurality of interval route segments, and the interval route segments connect two adjacent operation route segments; the first flight segment is the operation flight segment, and the second flight segment is the interval flight segment; or the first flight segment is the operation flight segment, and the second flight segment is the operation flight segment; or the first flight segment is the interval flight segment, and the second flight segment is the operation flight segment; or the first route segment is the interval route segment, and the second route segment is the interval route segment.

Optionally, each of the spaced route segments and the working route segment connected with the spaced route segment are arranged vertically or obliquely to each other.

The specific principle and implementation of the control device provided in the embodiment of the present application are similar to those of the above embodiments, and are not described herein again.

The embodiment of the application provides an unmanned aerial vehicle. This unmanned aerial vehicle includes: the device comprises a machine body, a power system, a detection device and the control device in the embodiment; wherein, the power system is arranged on the fuselage and used for providing flight power; the detection device is used for detecting obstacles around the unmanned aerial vehicle; the control device may be configured to execute the control method of the drone, and the specific principle and implementation process of the control method of the drone are described in the foregoing embodiments, which are not described herein again.

Optionally, the drone is an agricultural drone.

In addition, the present embodiment also provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to implement the control method of the unmanned aerial vehicle described in the above embodiment.

In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit.

The integrated unit implemented in the form of a software functional unit may be stored in a computer readable storage medium. The software functional unit is stored in a storage medium and includes several instructions to enable a computer device (which may be a personal computer, a server, or a network device) or a processor (processor) to execute some steps of the methods according to the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.

It is obvious to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional modules is merely used as an example, and in practical applications, the above function distribution may be performed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to perform all or part of the above described functions. For the specific working process of the device described above, reference may be made to the corresponding process in the foregoing method embodiment, which is not described herein again.

Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A control method of an unmanned aerial vehicle, characterized in that the unmanned aerial vehicle is provided with a detection device for detecting obstacles around the unmanned aerial vehicle, the method comprising:

2. The method of claim 1, wherein before controlling the drone to avoid the obstacle along the first detour path, further comprising:

determining the first detour route based at least in part on a distance between the obstacle to an end point of the first route segment.

3. The method of claim 2,

if the distance from the obstacle to the end point of the first route segment is greater than or equal to a first preset distance threshold, the starting point and the end point of the first detour route are located in the first route segment;

if the distance from the obstacle to the end point of the first route segment is smaller than a first preset distance threshold, the starting point of the first detour route is located at the first route segment, and the end point of the first detour route is located at an adjacent route segment connected with the end point of the first route segment or a route segment connected with the end point of the adjacent route segment.

4. The method of claim 1, wherein before controlling the drone to avoid the obstacle along a second detour path, further comprising:

determining the second detour route based at least in part on a distance from the obstacle to a point prior to a start of the second route segment.

5. The method of claim 4,

if the distance between the obstacle and the starting point of the second route segment is greater than or equal to a second preset distance threshold, the starting point of the second detour route is located in the second route segment, and the terminal point of the second detour route is located in the second route segment or an adjacent route segment connected with the terminal point of the second route segment;

if the distance between the obstacle and the starting point of the second route segment is smaller than a second preset distance threshold, the starting point of the second detour route is located in the first route segment, and the terminal point of the second detour route is located in the second route segment or an adjacent route segment connected with the terminal point of the second route segment.

6. The method of claim 1, wherein the obstacle being located in the second route segment comprises: the obstacle is located in a preset space determined according to the second route section.

7. The method of claim 1, wherein the obstacle satisfies a preset positional relationship with the drone.

8. The method according to claim 7, wherein the preset positional relationship comprises: the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset air route is greater than or equal to a third preset distance threshold value.

9. The method of claim 8, further comprising:

when the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset air route is smaller than the third preset distance threshold value, controlling the unmanned aerial vehicle to hover.

10. The method according to claim 8 or 9, wherein the third preset distance threshold is related to the speed of the drone.

11. The method of claim 1, wherein the detection device is rotated along a rotation axis perpendicular to the ground to perform 360-degree omni-directional detection in a horizontal direction.

12. The method of claim 11, wherein the detection device comprises a millimeter wave radar.

13. The method of any one of claims 1-12, wherein the predetermined course comprises a plurality of working course segments and a plurality of spaced course segments, the spaced course segments connecting two adjacent working course segments;

the first flight segment is the operation flight segment, and the second flight segment is the interval flight segment; or the first flight segment is the operation flight segment, and the second flight segment is the operation flight segment; or the first flight segment is the interval flight segment, and the second flight segment is the operation flight segment; or the first route segment is the interval route segment, and the second route segment is the interval route segment.

14. The method of claim 13, wherein each of the spaced flight path segments and the working flight path segment connected thereto are disposed perpendicular or oblique to each other.

15. The utility model provides an unmanned aerial vehicle's controlling means, its characterized in that, unmanned aerial vehicle is provided with detection equipment, detection equipment is used for surveying barrier around the unmanned aerial vehicle, controlling means includes: a memory and a processor;

the memory is used for storing program codes;

the processor, invoking the program code, when executed, is configured to:

16. The control device of claim 15, wherein the processor controls the drone to avoid the obstacle along the first detour path before further configured to:

17. The control device according to claim 16, wherein if the distance from the obstacle to the end point of the first route segment is greater than or equal to a first preset distance threshold, the start point and the end point of the first detour route are located in the first route segment;

18. The control device of claim 15, wherein the processor controls the drone to avoid the obstacle along a second detour path before further configured to:

19. The control device according to claim 18,

20. The control device of claim 15, wherein the obstacle located in the second route segment comprises: the obstacle is located in a preset space determined according to the second route section.

21. The control device of claim 15, wherein the obstacle and the drone satisfy a preset positional relationship.

22. The control device according to claim 21, wherein the preset positional relationship includes: the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset air route is greater than or equal to a third preset distance threshold value.

23. The control device of claim 22, wherein the processor is further configured to:

24. The control device of claim 22 or 23, wherein the third preset distance threshold is related to the speed of the drone.

25. The control device of claim 15, wherein the detection apparatus is rotated along a rotation axis perpendicular to the ground to perform 360-degree omnidirectional detection in a horizontal direction.

26. The control apparatus of claim 25, wherein the detection device comprises a millimeter wave radar.

27. The control device of any one of claims 15-26, wherein the predetermined course comprises a plurality of working course segments and a plurality of spaced course segments, the spaced course segments connecting two adjacent working course segments;

28. The control apparatus of claim 27 wherein each of said spaced flight path segments and the working flight path segment connected thereto are disposed perpendicular or oblique to each other.

29. An unmanned aerial vehicle, comprising:

a body;

a detection device for detecting obstacles around the drone; and

a control device as claimed in any one of claims 15 to 28.

30. The drone of claim 29, wherein the drone is an agricultural drone.

31. A computer-readable storage medium, having stored thereon a computer program for execution by a processor to perform the method of any one of claims 1-14.