Amphibious aircraft water rescue method and system based on dynamic cooperative control

Abstract

The invention belongs to the technical field of aviation rescue and overwater safety, and particularly relates to an amphibious aircraft overwater rescue method and system based on dynamic cooperative control. Through a real-time communication cooperation mechanism and a multi-role task synchronization model, integrated data sharing and instruction interaction of an airborne terminal, a lifeboat terminal and a shore-based / air-based data fusion center are realized, the current situation of information islands among subjects in traditional rescue is broken, cooperation delay and instruction chaos are avoided, and the rescue efficiency is improved. And the efficiency of multi-role linkage operation is obviously improved. The dynamic path planning algorithm based on RRT-MPC can automatically fuse multi-source information such as hydrology, meteorology, obstacles and the like, can generate a safe and efficient route without depending on artificial experience, can dynamically avoid dangerous areas especially in complex environments such as strong water flow, dense submerged reefs, low visibility and the like, and solves the problem that a traditional path is easy to deviate from the safe route.

Description

Technical Field

[0001] This invention belongs to the field of aviation rescue and water safety technology, specifically a water rescue method and system for amphibious aircraft based on dynamic collaborative control. Background Technology

[0002] Water rescue, as a crucial means of responding to emergencies such as shipwrecks and people falling overboard, directly impacts the safety and well-being of those trapped. Currently, amphibious rescue aircraft, possessing both rapid air arrival and surface operation capabilities, have become core equipment for rescue operations in complex waters such as open seas and lakes, often working in conjunction with lifeboats and shore-based command centers. However, existing water rescue technologies based on amphibious aircraft still face numerous limitations that urgently need to be addressed, severely restricting their effectiveness. First, there is a lack of coordination mechanisms among rescue entities, resulting in significant data silos. In current rescue operations, aircraft, lifeboats, and shore-based command centers largely rely on independent communication systems and data processing models, lacking a unified real-time data sharing platform. For example, target locations and water flow data acquired by aircraft cannot be synchronized to lifeboats in real time, and the overall situational information from shore-based command is difficult to quickly relay to the aircrew. This leads to delays in the coordination of actions among various entities, missing the optimal rescue window. Especially in large-scale or emergency rescue scenarios, coordination delays can directly exacerbate the risks to trapped personnel.

[0003] Secondly, route planning relies heavily on human experience and has poor environmental adaptability. The route planning for lifeboat disembarkation and aircraft taxiing on water is largely based on operators' historical experience, making it difficult to accurately adapt to complex aquatic environments. In conditions of strong currents, numerous reefs, or low visibility (such as fog or heavy rain), manually planned routes are prone to deviating from safe limits. This can increase rescue time or, in severe cases, lead to lifeboats striking reefs or aircraft entering dangerous areas, causing secondary accidents.

[0004] Secondly, amphibious aircraft lack stability when operating on water, resulting in a heavy burden of manual intervention. When amphibious aircraft glide at low speeds on water, they are significantly affected by dynamic environmental factors such as wind, waves, and swells, requiring continuous manual correction of throttle adjustment and control surfaces. This reliance on manual control not only increases the workload of the crew but also makes the aircraft prone to instability due to delayed reactions or misjudgments, potentially leading to accidents such as rollovers or collisions.

[0005] Furthermore, the mission instruction system is inconsistent and operational standardization is poor. The instruction formats and execution logic for different roles (such as the flight crew, lifeboat operators, and shore-based command) lack standardized design. For example, the exit instructions sent by the aircraft to the lifeboat may be misread due to ambiguous parameter descriptions. The path adjustment instructions from shore-based command may conflict with the flight crew's operational logic, leading to misoperation and reducing the reliability of the rescue.

[0006] In summary, existing amphibious aircraft water rescue technologies suffer from shortcomings in terms of coordination efficiency, environmental adaptability, operational stability, and command standardization. Therefore, this invention proposes an amphibious rescue aircraft water rescue operation method and system based on dynamic cooperative control to address these problems. Summary of the Invention

[0007] Purpose of the invention This paper presents a method and system for amphibious aircraft water rescue based on dynamic cooperative control, which improves the amphibious aircraft water rescue technology in terms of cooperative efficiency, environmental adaptability, operational stability and command standardization.

[0008] Technical solution A method for water rescue using amphibious aircraft based on dynamic cooperative control includes the following steps: S1 Direct Preparation: Acquire environmental data of the rescue waters and synchronize it to the collaborative control terminal; S2 Pre-flight instructions: Hold a mission coordination meeting to confirm the status of personnel and equipment; S3 ground preparation: Complete equipment inspection, don protective gear, and test communication links; S4 Deployment: The aircraft lands on the water and switches to surface operation mode, initiating a multi-source fusion search; S5 Rescue Observation: The crew confirmed the target location and sent preparation instructions to the lifeboat; S6 lifeboat deployment: Glide to the vicinity of the target according to dynamic path planning and carry out lifeboat deployment; S7 Rescue Waiting: The aircraft enters the waiting area, monitors the status of the lifeboats in real time, and dynamically adjusts its attitude; S8 lifeboat docking: The lifeboat returns and docks with the aircraft at the same speed, completing the transfer of personnel and equipment; S9 Return to Airport: The aircraft taxis to a safe area on the shore or takes off from the water and lands at a safe airport; Furthermore, the dynamic collaborative control mechanism includes real-time communication collaboration, dynamic path planning, dynamic throttle adjustment, and multi-role task synchronization.

[0009] Furthermore, the real-time communication collaboration adopts an encrypted self-organizing network protocol to realize real-time data exchange between airborne terminals, lifeboat terminals, and shore-based command centers.

[0010] Furthermore, the dynamic path planning is based on an algorithm that integrates environmental information and obstacle data to achieve automatic planning of exit and boarding routes.

[0011] Furthermore, the dynamic throttle adjustment uses a closed-loop control algorithm to regulate engine power by fusing data from multiple sensors, thereby maintaining aircraft taxiing stability.

[0012] Furthermore, the multi-role task synchronization is based on a security constraint model, which decomposes the actions of each operating role into atomic actions and assigns them interlocking logic to ensure the accuracy of instruction response.

[0013] Furthermore, in S4, the multi-source fusion search system includes various environmental sensing devices and data processing modules to achieve accurate identification and positioning of rescue targets.

[0014] Furthermore, in S8, during the lifeboat boarding process, the lifeboat approaches the aircraft from a preset safe area and is equipped with a connection device with redundant functions.

[0015] Furthermore, the amphibious aircraft water rescue system based on dynamic collaborative control includes an airborne collaborative control terminal, a lifeboat terminal, and a shore-based / air-based data fusion center, and also includes an electronic fence module for regional security management. Furthermore, the airborne collaborative control terminal is used to monitor the aircraft's status and send commands, the lifeboat terminal is used to receive commands and report its own status, the shore-based / airborne data fusion center is used to fuse multi-source data to generate situational information of the rescue area, and the electronic fence module is used to issue warnings and intervene in the path when the terminal enters a dangerous area.

[0016] Technical effect (1) Improve collaboration efficiency and solve the problem of scattered rescue entities: Through the real-time communication collaboration mechanism and multi-role task synchronization model, the integrated data sharing and command interaction of airborne terminals, lifeboat terminals and shore-based / air-based data fusion centers have been realized, breaking the status quo of information silos between various entities in traditional rescue, avoiding collaboration delays and command confusion, and significantly improving the efficiency of multi-role linkage operations.

[0017] (2) Enhance environmental adaptability and reduce the limitations of path planning relying on human intervention: The dynamic path planning algorithm based on RRT-MPC can automatically integrate multi-source information such as hydrology, meteorology, and obstacles, and generate safe and efficient routes without relying on human experience. Especially in complex environments such as strong currents, dense reefs, and low visibility, it can dynamically avoid dangerous areas and solve the problem that traditional paths are prone to deviating from safe routes.

[0018] (3) Improve operational stability and reduce the need for manual intervention: By fusing multi-sensor data through Kalman filtering and combining PID+feedforward composite control algorithm to achieve dynamic throttle adjustment, it can compensate for environmental interference such as wind and waves in real time, so that the aircraft can maintain a stable attitude when gliding at low speed on the water surface, which greatly reduces the operation of frequent manual adjustment of throttle and control surfaces, and reduces the risk caused by human operation error.

[0019] (4) Reduce safety risks and standardize operation logic: Based on the STPA safety constraint model, the multi-role task synchronization mechanism decomposes the operation into standardized atomic actions and assigns interlocking logic, unifies the instruction format and execution rules, and avoids misoperation caused by inconsistent instructions in traditional technology; at the same time, the safety area planning and redundant connection design for lifeboat docking and the dangerous area control of electronic fence further reduce safety hazards such as collisions and accidental entry into dangerous areas from the physical level.

[0020] (5) It has good scalability and can adapt to diverse rescue scenarios: The system supports multi-aircraft and multi-boat collaborative formation of "1 aircraft + N lifeboats". Through the unified situation control and time-division multiple access communication protocol of the shore-based / air-based data fusion center, it can flexibly adapt to rescue missions of different scales and environments, and solve the limitations of traditional technology in dealing with large-scale and complex rescue scenarios. Attached Figure Description

[0021] Figure 1 is a flowchart of a method for water rescue operations using an amphibious rescue aircraft based on dynamic cooperative control according to the present invention. Figure 2 is a system block diagram of an amphibious rescue aircraft water rescue operation system based on dynamic cooperative control according to the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] The features and illustrative embodiments of various aspects of the present invention will now be described in detail. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it will be apparent to those skilled in the art that the invention may be practiced without requiring some of these specific details. The following description of embodiments is merely intended to provide a better understanding of the invention by illustrating examples of the invention. The invention is by no means limited to any specific setup and method set forth below, but covers any improvements, substitutions, and modifications to the structures, methods, and devices without departing from the spirit of the invention. In the following description, well-known structures and techniques are not shown to avoid unnecessarily obscuring the invention.

[0024] In the description of this invention, it should be noted that the directions or positional relationships indicated by terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" are based on the stated directions or positional relationships and are only for the convenience of describing and simplifying the invention, and should not be construed as limiting the invention. Furthermore, the use of ordinal numbers (e.g., "first and second," etc.) is for distinguishing objects and is not limited to this order, and should not be construed as indicating or implying relative importance.

[0025] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly, encompassing both direct connection and indirect connection via an intermediate medium. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0026] It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other, and the various embodiments can be referenced and cited in each other. The present invention will now be described in detail with reference to and in conjunction with the embodiments.

[0027] Example 1 A method for water rescue using amphibious aircraft based on dynamic cooperative control is provided, including the following steps: S1 Direct Preparation: Acquire environmental data of the rescue waters and synchronize it to the collaborative control terminal; S2 Pre-flight instructions: Hold a mission coordination meeting to confirm the status of personnel and equipment; S3 ground preparation: Complete equipment inspection, don protective gear, and test communication links; S4 Deployment: The aircraft lands on the water and switches to surface operation mode, initiating a multi-source fusion search; S5 Rescue Observation: The crew confirmed the target location and sent preparation instructions to the lifeboat; S6 lifeboat deployment: Glide to the vicinity of the target according to dynamic path planning and carry out lifeboat deployment; S7 Rescue Waiting: The aircraft enters the waiting area, monitors the status of the lifeboats in real time, and dynamically adjusts its attitude; S8 Lifeboat docking: The lifeboat returns and docks with the aircraft at the same speed, completing the transfer of personnel and equipment; S9 Return to base: The aircraft taxis to a safe area on the shore or takes off from the water and lands at a safe airport; In one embodiment of the present invention, the dynamic collaborative control mechanism includes real-time communication collaboration, dynamic path planning, dynamic throttle adjustment, and multi-role task synchronization.

[0028] By constructing a systematic rescue operation process and dynamic collaborative control mechanism, the problems of decentralized coordination and non-standardized processes among rescue entities in existing technologies have been solved, realizing integrated linkage of aircraft, lifeboats, and rescue personnel, and improving the overall efficiency and coordination of water rescue.

[0029] In one embodiment of the present invention, the real-time communication collaboration adopts an encrypted self-organizing network protocol to realize real-time data exchange between airborne terminals, lifeboat terminals, and shore-based command centers.

[0030] The encrypted self-organizing network protocol ensures the security and real-time performance of data transmission between multiple terminals, avoiding the collaborative disconnect caused by data leakage or delay in traditional communication methods, and enhancing the reliability of cross-entity collaboration.

[0031] In one embodiment of the present invention, the dynamic path planning is based on an algorithm that integrates environmental information and obstacle data to achieve automatic planning of exit and boarding paths.

[0032] It eliminates the reliance on human experience and automatically integrates environmental and obstacle information through algorithms to plan paths, solving the problem of paths deviating from safe routes in complex waters and improving the adaptability and safety of path planning.

[0033] In one embodiment of the present invention, the dynamic throttle adjustment adjusts engine power by fusing data from multiple sensors and employing a closed-loop control algorithm to maintain aircraft taxiing stability.

[0034] It reduces the need for frequent manual intervention in throttle and control surfaces, and solves the problem of poor stability caused by wind and waves when the aircraft is taxiing at low speed on water by real-time compensation for environmental interference through closed-loop control.

[0035] In one embodiment of the present invention, the multi-role task synchronization is based on a security constraint model, which decomposes the actions of each operating role into atomic actions and assigns interlocking logic to ensure the accuracy of instruction response.

[0036] The system unifies the command logic for task roles and avoids misoperations caused by inconsistent command formats through atomic action decomposition and interlocking design, thereby improving the accuracy of multi-role collaboration.

[0037] In one embodiment of the present invention, in step S4, the multi-source fusion search system includes a variety of environmental sensing devices and data processing modules to achieve accurate identification and positioning of rescue targets.

[0038] By using multi-device collaborative sensing and data fusion, the problem of insufficient identification capability of a single device in low visibility and complex terrain is solved, improving the efficiency and accuracy of target detection.

[0039] In one embodiment of the present invention, during the S8 process of the lifeboat boarding, the lifeboat approaches the aircraft from a preset safe area and is equipped with a connection device with redundant functions.

[0040] By planning safe zones and designing redundant connections, the risk of collisions due to relative speed or operational errors during boarding is avoided, thus improving the safety of personnel and equipment transfer.

[0041] In one embodiment of the present invention, the amphibious aircraft water rescue system based on dynamic collaborative control includes an airborne collaborative control terminal, a lifeboat terminal and a shore-based / air-based data fusion center, and also includes an electronic fence module for regional safety management. In one embodiment of the present invention, the airborne collaborative control terminal is used to monitor the aircraft's status and send commands, the lifeboat terminal is used to receive commands and report its own status, the shore-based / airborne data fusion center is used to fuse multi-source data to generate situational information of the rescue area, and the electronic fence module is used to issue warnings and intervene in the path when the terminal enters a dangerous area.

[0042] An integrated system was built through multi-terminal collaboration and data fusion center. Combined with electronic fences, it realizes automatic control of dangerous areas, which solves the problems of system dispersion and insufficient safety protection in existing technologies, and improves the systematization and automation level of rescue operations.

[0043] Example 2 Please see Figure 1 The following illustrates the implementation process of a water rescue operation method for amphibious rescue aircraft based on dynamic cooperative control: S1 Direct Preparation The collaborative control terminal acquires real-time environmental data of the rescue waters through a shore-based / air-based data fusion center, including hydrological information (current direction, velocity distribution), meteorological information (wind force, wind direction, visibility), and geographic information (distribution of reefs, restricted navigation area, etc.). The acquired environmental data is synchronized to the airborne collaborative control terminal, lifeboat terminal, and shore-based command center via encrypted communication links, ensuring that all rescue entities have real-time access to basic information about the operational environment, providing a basis for subsequent route planning and operational decisions.

[0044] S2 Front Indication The aircrew, lifeboat operators, and shore-based command personnel held a mission coordination meeting via airborne communication or ground conferencing systems to clarify the target area and division of responsibilities for the rescue (e.g., the aircrew is responsible for aircraft attitude control, the lifeboat operators are responsible for target rescue, and the shore-based command is responsible for overall situational monitoring). They also confirmed the status of personnel (whether they have the necessary qualifications and are in suitable physical condition) and the status of equipment (whether the aircraft power system, lifeboat propulsion system, and communication equipment are functioning properly) to ensure that the rescue team and equipment were in a workable state.

[0045] S3 Ground Preparation The crew conducted functional checks on the aircraft's water landing system (such as floats and control surface adjustment devices), lifeboat mounting devices, and communication modules; lifeboat operators wore life jackets, waterproof communication equipment, and other protective gear; technicians used specialized testing tools to test the connectivity and stability of the communication links between the airborne terminal, the lifeboat terminal, and the shore-based data fusion center, including command transmission and reception delays and verification of data encryption and decryption effectiveness, to ensure that the communication links remained uninterrupted throughout the rescue operation.

[0046] S4 launched The amphibious aircraft flew to the airspace above the rescue area and selected a suitable landing point based on real-time environmental data (such as wind speed and wave height). It then landed on the water and switched to waterborne operation mode via the onboard collaborative control terminal (at which point the aircraft's power system and control logic automatically adapted to water taxiing characteristics). Simultaneously, a multi-source fusion search system was activated, using infrared thermal imagers, millimeter-wave radar, and optical zoom gimbals to perform a comprehensive scan of the target area. The scan data was transmitted in real-time to the data processing module for fusion analysis, achieving preliminary location of the rescue target.

[0047] The S5 rescue observation crew confirmed the precise location of the rescue target by processing the results of the multi-source fusion search system (such as target coordinates and dynamic trajectory), and sent preparation instructions to the lifeboat terminal through the airborne collaborative control terminal. The instructions included information such as the target location, the estimated deployment time, and the return docking point, ensuring that the lifeboat was ready to leave the cabin in advance.

[0048] S6 lifeboats were deployed. Based on the environmental data acquired by S1 and the target location confirmed by S5, the airborne collaborative control terminal initiates dynamic path planning to automatically generate the optimal path for the lifeboat from the aircraft's mounting point to the vicinity of the target (avoiding dangerous areas such as reefs and strong currents). The aircraft taxis on the water to the deployment starting point according to the planned path. After receiving the release command, the lifeboat operator initiates the mounting device unlocking procedure to safely deploy the lifeboat onto the water. Subsequently, the lifeboat autonomously or manually navigates to the target according to the planned path.

[0049] S7 rescue awaits After the lifeboat leaves the aircraft, the crew uses the onboard terminal to set a holding area (usually a relatively calm body of water near the target area), and then pilots the aircraft into the holding area while maintaining a low speed. Simultaneously, the onboard terminal receives real-time status data from the lifeboat's terminal, including position, speed, and remaining battery power. Combined with environmental data (such as changes in wind and waves), the crew dynamically adjusts the aircraft's throttle and control surfaces to maintain a stable attitude within the holding area (e.g., avoiding lateral drift due to crosswinds), creating conditions for the subsequent boarding of the lifeboat.

[0050] S8 lifeboat boarding After completing the target rescue, the lifeboat returns to the vicinity of the aircraft according to the boarding instruction sent by the airborne terminal and follows a dynamic path plan. At this time, the airborne terminal and the lifeboat terminal communicate in real time to obtain the relative speed and position of both parties, and control the aircraft and lifeboat to gradually adjust to the same speed. The lifeboat operator approaches the aircraft according to the preset safe area (such as a fan-shaped area 30°-60° to the left rear of the aircraft, avoiding the aircraft's propeller wake), and connects to the aircraft through a mooring device with dual redundancy functions (automatic and manual unhooking) to complete the transfer of rescued personnel and equipment to the aircraft.

[0051] After the S9 return transfer is completed, the lifeboat is unlocked and separated from the aircraft. The operator then pilots the lifeboat to a temporary docking point or reattaches it to the aircraft (depending on mission requirements). The flight crew plans the return route (avoiding dangerous areas) via the onboard terminal and taxis the aircraft to a safe docking point on the shore or takes off directly. Land at a safe airport to complete the rescue operation.

[0052] To achieve the "dynamic collaborative control mechanism" of this invention, the invention implements real-time communication collaboration, dynamic path planning, dynamic throttle adjustment, and multi-role task synchronization through the following methods: Real-time communication and collaboration A self-organizing network communication protocol based on the AES-256 encryption algorithm is adopted to construct a distributed communication network between the airborne collaborative control terminal, the lifeboat terminal, and the shore-based / airborne data fusion center. This network supports automatic node discovery and dynamic networking (automatically connecting to the network when a new lifeboat or aircraft joins the rescue effort). All transmitted data (such as location information, commands, and status parameters) is encrypted to ensure that information is not leaked or tampered with. Simultaneously, by optimizing the allocation of communication time slots, the real-time data exchange between terminals is guaranteed, meeting the need for rapid command response during rescue operations.

[0053] Dynamic path planning Path planning is implemented based on the Fast Random Tree-Model Predictive Control (RRT-MPC) algorithm: First, the rescue water area is divided into gridded areas, and a three-dimensional environmental model is constructed by combining environmental data (hydrology, meteorology) and obstacle information (reefs, no-navigation zones). The RRT algorithm quickly searches for multiple feasible paths from the starting point to the target point in the model, while the MPC algorithm performs rolling optimization of the path based on real-time environmental changes (such as a sudden increase in water flow), eliminates path segments that enter dangerous areas, and finally outputs the optimal path.

[0054] The core of path optimization is achieved through a cost function, which can be simplified as follows: J = ω1L + ω2Dobs + ω3Δv, where J is the total cost of the path, L is the path length, Dobs is the minimum distance between the path and obstacles, Δv is the rate of change of speed on the path, and ω1, ω2, and ω3 are weighting coefficients (dynamically adjusted according to the complexity of the environment).

[0055] This process is automatically completed by the airborne terminal or the shore-based data fusion center, requiring no manual intervention. Throttle dynamic adjustment. By fusing environmental disturbance data (such as surge impact force and crosswind force) collected from current meters, wave height meters, and anemometers using the Kalman filter algorithm, a dynamic model of aircraft gliding on water is established. Its core equations include: State prediction equation: k|k−1 = A k−1|k−1 + Buk−1, in, k|k−1 represents the predicted state at time k (e.g., longitudinal displacement deviation of the aircraft), and A is the state transition matrix. k−1|k−1 is the optimal estimated state at time k-1, B is the control input matrix, and uk−1 is the control quantity (such as throttle adjustment quantity) at time k-1.

[0056] State prediction equation: k|k = k|k−1 + Kk zk− H k|k−1 ,in, k|k represents time k. The optimal estimated state is given by Kk, where Kk is the Kalman gain, zk is the sensor measurement (flow velocity, wave height, etc.) at time k, and H is the measurement matrix.

[0057] Based on the above model, a PID+feedforward control algorithm is used to adjust the engine throttle opening in real time:

[0058] Among them, u t For engine throttle adjustment, Kp, Ki, and Kd are the proportional, integral, and derivative coefficients, respectively, and e is the differential coefficient. t The deviation between the actual longitudinal displacement of the aircraft and the target displacement, uff t This is the feedforward compensation amount (calculated in advance based on Kalman filter predictions of disturbances such as surges and wind). The entire adjustment process is automatically executed by the airborne cooperative control terminal, with manual intervention permitted only in abnormal circumstances.

[0059] Multi-role task synchronization is based on the System Theoretical Process Analysis (STPA) safety constraint model, which standardizes the operation instructions of each role into atomic actions (such as "aircraft activates water mode", "lifeboat releases", "boarding device locks"), and sets preconditions and interlocking logic for each atomic action, for example: If the prerequisite for action A (such as "lifeboat exit") is the completion signal of action B (such as "aircraft enters deployment area"), then the logical expression is: A allowed = B completed ^ fault signal.

[0060] If action C (such as "locking the boarding device") and action D (such as "adjusting the aircraft throttle") are mutually exclusive, then the logical expression is: C allowed = ¬D in execution.

[0061] All atomic actions and their logical relationships are stored in the airborne terminal and the shore-based data fusion center, ensuring that the instructions issued by the aircrew, lifeboat operators, and shore-based command personnel all conform to a unified format and safety rules, reducing misoperation.

[0062] The multi-source fusion search system consists of hardware devices and a data processing module: Infrared thermal imager: used to capture the infrared radiation characteristics of targets in low visibility environments (such as fog, night) to identify living organisms or heat-generating devices; 77GHz millimeter-wave radar: It can penetrate interference such as rain, fog, and water vapor to detect the distance and speed information of targets, and is suitable for complex weather conditions; Optical zoom gimbal: Acquires high-definition visual images of the target through optical lens zoom function to help identify the target type (such as personnel, ships). Edge computing module: Deployed on the airborne terminal, it uses target recognition algorithms (such as YOLOv7-tiny) to fuse data collected from the above multi-source devices, filter environmental noise (such as wave reflection signals), and output the precise coordinates and dynamic information of the target for confirmation by the crew.

[0063] To ensure the safety of the lifeboat boarding process, the following measures will be implemented: Safety zone planning: The onboard terminal presets a safe boarding zone (such as a 30°-60° fan-shaped area on the left rear side of the aircraft). This area avoids the influence range of the aircraft propeller wake and control surface operation. The lifeboat terminal receives the boundary information of the area in real time, and triggers an alarm if it deviates from the boundary. Relative speed control: The airborne terminal and the lifeboat terminal exchange speed data through real-time communication, and control both parties to gradually adjust to a relative speed of zero (driving at the same speed) before boarding. Redundant connection device: The tether rope is made of high-strength material and equipped with an automatic release device (triggered by a position sensor) and a manual release device (for emergency operation by the operator) to ensure safe separation in case of emergencies (such as abnormal rope stress).

[0064] Please see Figure 2 As shown, the system of the present invention consists of the following modules working together: Airborne Cooperative Control Terminal: Deployed in the aircraft cockpit, it integrates a data processing unit, a communication module, and a display terminal. It is responsible for executing dynamic path planning, throttle adjustment, command sending and receiving, and real-time display of aircraft status, lifeboat location, and environmental data. Lifeboat terminal: Installed on the lifeboat, it includes a positioning module, a communication module, and an attitude sensor, used to receive instructions from the airborne terminal and report its own status (position, speed, equipment failure information). Shore-based / air-based data fusion center: Composed of servers and data processing software, it integrates satellite remote sensing, shore-based radar, UAV video streams, and real-time data from aircraft and lifeboats to generate a three-dimensional situation map of the rescue waters for command personnel to monitor globally; Electronic fence module: The boundary of dangerous areas (reefs, aquaculture areas, no-navigation areas) is preset in the data fusion center. When the positioning information of the airborne terminal or lifeboat terminal shows that it has entered the dangerous area, the audible and visual alarm is automatically triggered, and the dynamic path recalculation is forced to start, guiding the equipment to leave the dangerous area.

[0065] In this invention, the weighting coefficients of the cost function in dynamic path planning (such as ω1, ω2, ω3), the PID parameters for throttle adjustment (such as Kp, Ki, Kd) and feedforward compensation weights, the grid division scale of the RRT-MPC algorithm, the logical rule thresholds for multi-role task synchronization, the sensor type combinations of the multi-source fusion search system, and the dangerous area boundary thresholds of the electronic fence are all adjustable parameterized settings. Those skilled in the art can adapt the design based on the environmental complexity of the rescue waters (such as wave height, wind speed, and reef distribution density), the type of rescue target (such as personnel, small vessels), and the scale of operations (such as single-machine / single-boat or multi-machine / multi-boat collaboration), by modifying relevant parameters (such as the algorithm's iteration step size, sensor sampling frequency, and communication protocol time slot allocation method). All such adjustments fall within the protection scope of this invention.

[0066] The above detailed embodiments are a description of the present invention. It should not be considered that the specific embodiments of the present invention are limited to these descriptions. For those skilled in the art, several simple deductions and substitutions can be made without departing from the concept of the present invention, and all of these should be considered to fall within the protection scope of the present invention.

Claims

1. A method for water rescue using amphibious aircraft based on dynamic cooperative control, characterized in that, Includes the following steps: S1 Direct Preparation: Acquire environmental data of the rescue waters and synchronize it to the collaborative control terminal; S2 Pre-flight instructions: Hold a mission coordination meeting to confirm the status of personnel and equipment; S3 ground preparation: Complete equipment inspection, don protective gear, and test communication links; S4 Deployment: The aircraft lands on the water and switches to surface operation mode, initiating a multi-source fusion search; S5 Rescue Observation: The crew confirmed the target location and sent preparation instructions to the lifeboat; S6 lifeboat deployment: Glide to the vicinity of the target according to dynamic path planning and carry out lifeboat deployment; S7 Rescue Waiting: The aircraft enters the waiting area, monitors the status of the lifeboats in real time, and dynamically adjusts its attitude; S8 lifeboat docking: The lifeboat returns and docks with the aircraft at the same speed, completing the transfer of personnel and equipment; S9 Return to Airport: The aircraft taxis to a safe area on the shore or takes off from the water and lands at a safe airport.

2. The method as described in claim 1, characterized in that, The dynamic collaborative control mechanism includes real-time communication collaboration, dynamic path planning, dynamic throttle adjustment, and multi-role task synchronization.

3. The method as described in claim 1, characterized in that, The real-time communication collaboration adopts an encrypted self-organizing network protocol to realize real-time data exchange between airborne terminals, lifeboat terminals, and shore-based command centers.

4. The method as described in claim 1, characterized in that, The dynamic path planning is based on an algorithm that integrates environmental information and obstacle data to automatically plan exit and docking paths.

5. The method as described in claim 1, characterized in that, The dynamic throttle adjustment uses a closed-loop control algorithm to regulate engine power by fusing data from multiple sensors, thereby maintaining aircraft taxiing stability.

6. The method as described in claim 1, characterized in that, The multi-role task synchronization is based on a safety constraint model, which decomposes the actions of each operating role into atomic actions and assigns them interlocking logic to ensure the accuracy of instruction response.

7. The method as described in claim 1, characterized in that, In S4, the multi-source fusion search system includes various environmental sensing devices and data processing modules to achieve accurate identification and positioning of rescue targets.

8. The method as described in claim 1, characterized in that, In S8, during the lifeboat boarding process, the lifeboat approaches the aircraft from a preset safe area and is equipped with a connection device with redundant functions.

9. A dynamic cooperative control-based amphibious aircraft water rescue system employing the method described in any one of claims 1-9, characterized in that, It includes an airborne collaborative control terminal, a lifeboat terminal, and a shore-based or air-based data fusion center, as well as an electronic fence module for regional security management.

10. The system as described in claim 9, characterized in that, The airborne collaborative control terminal is used to monitor the aircraft's status and send commands, the lifeboat terminal is used to receive commands and report its own status, the shore-based / airborne data fusion center is used to fuse multi-source data to generate situational information of the rescue area, and the electronic fence module is used to issue warnings and intervene in the path when the terminal enters a dangerous area.

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