Air refueling task collaborative planning method and device

Abstract

The invention provides an air refueling task collaborative planning method and device, and relates to the technical field of aviation, and the method comprises the steps: obtaining the task route data of a receiver aircraft; candidate refueling points are screened on the basis of safety area verification and time window constraint conditions, dynamic refueling amount calculation is carried out, and refueling demand plans, corresponding to the candidate refueling points, of the oil receiver are generated; based on the refueling demand plan of the oil receiver aircraft, a preset scheduling strategy is adopted to plan route information for the refueling aircraft, and the route information comprises the take-off time, the flight speed or the route; the scheduling strategy comprises a special guarantee mode and a multi-task series mode; constructing a space-time collaborative optimization model to jointly optimize candidate refueling points and refueling machine route information planning; and in the task execution process, a newly added target event is monitored in real time, and when a triggering condition is met, dynamic on-board planning is automatically executed so as to re-plan the route information of the refueling machine. According to the method, the cruising ability, the resource utilization efficiency and the dynamic adaptability of the air task are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of aviation technology, and in particular to a method and apparatus for collaborative planning of aerial refueling missions. Background Technology

[0002] Modern aviation technology is developing towards multi-domain and collaborative directions, and multi-aircraft formations working together to perform missions has become the norm, which places extremely high demands on the planning and execution of aerial refueling missions.

[0003] However, most existing aerial refueling planning schemes are based on static mission scenarios and environmental assumptions. Once dynamic factors such as ad hoc targets, activation of backup airfields, sudden threats, or weather changes occur during the mission, the system cannot autonomously and quickly replan. Current response methods heavily rely on the manual judgment and intervention of commanders or pilots, which not only results in delayed response but also increases the decision-making burden and risk of misjudgment under high-pressure environments. Summary of the Invention

[0004] This invention provides a collaborative planning method and apparatus for aerial refueling missions, which solves the problem of how to improve the dynamic adaptability of aerial refueling mission planning.

[0005] To achieve the above objectives, this application adopts the following technical solution: Firstly, a collaborative planning method for aerial refueling missions is provided, including: Acquire receiver aircraft mission route data; filter candidate refueling points based on safety area verification and time window constraints, perform dynamic refueling volume calculation, and generate receiver aircraft refueling demand plans corresponding to candidate refueling points; Based on the refueling demand plan of the receiving aircraft, a pre-set scheduling strategy is used to plan the route information for the refueling aircraft, including takeoff time, flight speed or path; the scheduling strategy includes dedicated support mode and multi-task serial mode. Construct a spatiotemporal collaborative optimization model to jointly optimize the planning of candidate refueling points and refueling aircraft route information; During mission execution, new target events are monitored in real time. When the triggering conditions are met, dynamic ad-hoc planning is automatically executed to replan the refueling aircraft's flight path information.

[0006] Secondly, an aerial refueling mission collaborative planning device is provided, comprising: The refueling point decision and refueling demand calculation module is used to acquire receiver aircraft mission route data; filter candidate refueling points based on safety area verification and time window constraints and perform dynamic refueling quantity calculation, as well as generate receiver aircraft refueling demand plans corresponding to candidate refueling points; The route information planning module is used to plan route information for the tanker aircraft based on the refueling demand plan of the receiving aircraft, using a preset scheduling strategy, including takeoff time, flight speed or path; the scheduling strategy includes dedicated support mode and multi-task serial mode; The spatiotemporal collaborative optimization module is used to construct a spatiotemporal collaborative optimization model to jointly optimize the planning of candidate refueling points and refueling aircraft route information; The dynamic ad hoc planning module is used to monitor new target events in real time during mission execution. When the triggering conditions are met, dynamic ad hoc planning is automatically executed to replan the refueling aircraft's flight path information. Attached Figure Description

[0007] Figure 1 A schematic flowchart illustrating a collaborative planning method for aerial refueling missions provided in an embodiment of this application; Figure 2 A schematic flowchart illustrating a refueling point decision-making process provided in an embodiment of this application; Figure 3 A schematic flowchart illustrating a multi-task sequential route planning method provided in this application embodiment; Figure 4 A schematic flowchart illustrating dynamic ad hoc planning provided for an embodiment of this application; Figure 5 A schematic diagram of a flight route and refueling point during the planning phase, provided for an embodiment of this application; Figure 6 This is a schematic diagram illustrating path adjustment and refueling point optimization after triggering dynamic ad hoc planning, provided as an embodiment of this application. Detailed Implementation

[0008] To further illustrate the technical means and effects adopted by the present invention to achieve its intended purpose, the technical solutions in the embodiments of this application are clearly described. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art are within the scope of protection of this application.

[0009] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0010] The steps described in the specification and the flowcharts in the accompanying drawings of this invention are not necessarily strictly executed according to the step numbers; the execution order of the method steps can be changed. Furthermore, certain steps can be omitted, multiple steps can be combined into one step, and / or one step can be broken down into multiple steps.

[0011] This specification provides a method for collaborative planning of aerial refueling missions, and also relates to an aerial refueling mission collaborative planning device, a computer device, and a computer-readable storage medium. The following describes each of these in detail with reference to the accompanying drawings and preferred embodiments.

[0012] Please see Figure 1 This application provides a collaborative planning method for aerial refueling missions, such as... Figure 1 As shown, it includes: Step S1: Obtain the receiver aircraft's mission route data; filter candidate refueling points based on safety area verification and time window constraints, perform dynamic refueling quantity calculation, and generate the receiver aircraft's refueling demand plan corresponding to the candidate refueling points.

[0013] Further, see Figure 2 Step S1 includes: S11: Traverse the receiver aircraft's preset waypoints and select waypoints located on the safe side of the preset warning line, whose distance from the center of each preset threat zone is greater than the sum of its radius and the additional safety distance, and which are within the receiver aircraft's mission time window as candidate refueling points.

[0014] This step is the process of selecting candidate refueling points based on safety area verification and time window constraints in step S1. More specifically: The pre-set safety perimeter (left side) of the warning line, i.e., the refueling point. x Coordinates < Warning Line x coordinate- δ ( δ For a safe buffer distance, a value of 5-10 nautical miles is used, which is dynamically adjusted according to the threat level.

[0015] For each preset threat zone j (Center coordinates) ,radius ), must meet nautical miles (additional safety distance).

[0016] Candidate points must be within the receiver aircraft's mission time window, i.e., the receiver aircraft's arrival time. and departure time Must meet: ( , (The earliest / latest time required by the task).

[0017] S12: Calculate the fuel consumption of the receiver aircraft from its current position to the candidate refueling point and subsequent mission segments based on the exponential form of the Breguet equation: in, (Initial weight) = Empty weight of receiver aircraft + Current fuel quantity + Mission payload; This indicates the segment distance, the actual flight distance calculated using latitude and longitude coordinates (unit: nautical miles). (Propulsion efficiency) = 0.75 (Lift-to-drag ratio) = 6.5 Indicates flight speed; (Fuel consumption per unit thrust) = 0.0663 kg / (N·s), (Acceleration due to gravity) = 9.8 m / s².

[0018] S13; Based on the calculated fuel consumption, determine the amount of fuel needed at the candidate refueling point based on the dynamic safety fuel quantity strategy; the dynamic safety fuel quantity is the sum of the basic safety fuel quantity and the emergency reserve fuel quantity determined according to the number of threat areas; fuel volume = (Fuel required for the next leg + (Current remaining fuel - fuel consumption to refueling point).

[0019] More specifically: Dynamic safety fuel level =Basic safety fuel quantity (15% of total fuel capacity) + emergency reserve fuel quantity (number of threat areas × 500 kg); ensure that the fuel supply meets the needs of subsequent missions after refueling.

[0020] S14: Synchronously update the fuel levels of the receiving machine and the refueling machine, and perform anomaly detection. If an anomaly is detected, trigger the emergency handling mechanism. The emergency handling mechanism includes: re-screening candidate refueling points, selecting the next feasible point, and increasing the emergency refueling amount by a set value.

[0021] Specifically, the oil level after refueling the receiver aircraft = current oil level + Fuel dispenser fuel level = current fuel level - (Losses during refueling need to be deducted, according to...) (Calculated at 1%). When it is detected that the fuel level after refueling is less than the safe fuel level or there is a time conflict between the arrival time of the refueling machine and the arrival time of the receiving machine, the emergency handling mechanism is triggered, prioritizing the selection of the next nearest feasible point and increasing the emergency refueling amount by 10%.

[0022] Step S2: Based on the refueling demand plan of the receiving aircraft, a preset scheduling strategy is used to plan the route information for the refueling aircraft, including takeoff time, flight speed or path; the scheduling strategy includes dedicated support mode and multi-task serial mode.

[0023] In the dedicated support mode: the tanker aircraft's route is from the airport, directly to a refueling point, and then back; its takeoff time is calculated based on the tanker aircraft's average speed and the distance to the refueling point, with allowance for advance arrival waiting time. The tanker aircraft's route is a closed loop of "airport → A → airport," a "one-to-one" mode. An example of takeoff time calculation is as follows: = -( / -30 minutes (arrive 30 minutes early and wait). in, This is the straight-line distance from the airport to the refueling point. This represents the average speed of the refueling machine.

[0024] In multi-task concatenation mode, see Figure 3 : S21: Sort the refueling points according to the order of the receiving aircraft's task time window; S22: For each refueling point to be assigned, traverse the pre-set list of refueling machines and determine the reachability of the refueling machine based on the status information in the list; the status information includes: current location, remaining fuel quantity and assigned task sequence.

[0025] More specifically, accessibility determines whether a refueling machine can reach a new refueling point on time. The accessibility criteria are: The flight time of the tanker from the current mission endpoint to the new refueling point is ≤ - The current mission end time, and the flight distance is less than or equal to the tanker's maximum range. The tanker's maximum range can be calculated based on the remaining fuel, with a maximum fuel capacity of 60,000 kg.

[0026] S23: If a refueling machine is reachable, add the refueling point to its task sequence and update the path of the refueling machine; if it does not exist, add a new refueling machine to execute the task.

[0027] S24: Dynamically adjust the refueling aircraft's flight speed on each segment based on the distance and required arrival time to ensure timely arrival.

[0028] Specifically, the refueling aircraft's flight speed for each segment: in, This represents the distance from the current location to the target point. Time to reach (refueling point) -10 minutes, arrive 10 minutes in advance). In specific implementation, for example, the upper limit of flight speed is 25km / s (maximum speed limit), and the lower limit is 15km / s (minimum safe speed). If the speed exceeds the range, the takeoff time will be adjusted.

[0029] Step S3: Construct a spatiotemporal collaborative optimization model to jointly optimize the planning of candidate refueling points and refueling aircraft route information.

[0030] Furthermore, the objective function of the spatiotemporal co-optimization model is: in, This is the weighting factor (0.8, because fuel dispensers have higher fuel costs). For the oil consumption of the oil receiver, Fuel consumption of the gas pump; Its constraints include: Oil receiver: (Fuel balance); Fuel dispenser: (Each refueling point is served by only one fuel dispenser); among which, Indicates fuel consumption during the flight segment. Indicates the minimum safe fuel level. Indicates the first m The first visit by a refueling aircraft l One refueling airspace.

[0031] Time coordination constraint: The time difference between the arrival time of the tanker and the receiver aircraft at the same refueling point is within a set error range. For example, the arrival time of the tanker aircraft = the arrival time of the receiver aircraft ± 5 minutes (allowable error range). If it exceeds this range, synchronization is achieved by adjusting the speed of the tanker aircraft or the flight path of the receiver aircraft (fine-tuning the altitude of the flight segment to change the speed).

[0032] Spatial coordination constraints: Prioritize candidate refueling points that are closest to the tanker's current planned path. Under the premise of meeting safety constraints, prioritize candidate points that are closest to the tanker's current path to reduce the tanker's empty running distance (by calculating the vertical distance between the tanker's existing path and the receiver aircraft's route, select points with a distance ≤ 50 nautical miles).

[0033] Step S4: During mission execution, monitor new target events in real time. When the triggering conditions are met, automatically execute dynamic ad hoc planning to replan the refueling aircraft's route information.

[0034] Specifically, the triggering conditions include adding a new mission target or changing the return airport. In practice, the system monitors the mission input in real time. When a new target point (latitude and longitude coordinates, mission priority) is detected, replanning is triggered; when a change in the return airport is detected (e.g., from airport A to airport B), return route replanning is triggered.

[0035] Furthermore, regarding the aforementioned dynamic ad hoc planning, see [link to relevant documentation]. Figure 4 This includes the local path adjustment phase and the global resource rescheduling phase.

[0036] Furthermore, the local path adjustment stage includes: S41: Anchor waypoints executed before the current time to immutable paths; S42: Adjust the receiver aircraft path using different adjustment strategies based on the priority of the newly added target; the strategies include: abandoning the original target and flying directly to the new high-priority target, adding the target of the same priority to the task queue, or replacing the low-priority target that has not been executed.

[0037] In the local path adjustment mode, waypoints prior to the current time are extracted as immutable anchor points, and only unexecuted segments are adjusted; in response to a new target: Mode 1 (High-priority new goal): Abandon the original goal that has not been executed, directly plan the path from the current position to the new goal, and re-select refueling points; Mode 2 (New Target with Same Priority): The new target is appended to the end of the queue of unexecuted targets, and the path is extended according to "original path → new target"; Mode 3 (Target Exceeds Limit): If the number of targets exceeds the maximum capacity of the receiver (2, see Table 2), replace the earliest unexecuted low-priority target.

[0038] Following the local path adjustment phase, a global resource rescheduling phase is performed, including: S43: Based on the adjusted receiver aircraft path, recalculate the receiver aircraft refueling demand plan for all candidate refueling points and plan the route information; where: For tanker aircraft that have already taken off, reroute them from their current locations, prioritizing the retention of already assigned refueling points and adjusting only the order to accommodate new demands.

[0039] For tanker aircraft requiring emergency refueling, recalculate takeoff times and routes. Prioritize refueling points with tight service windows.

[0040] For refueling aircraft that are idle due to mission changes, those that have already taken off should return to the nearest airport, while those that have not yet taken off should remain on standby.

[0041] In some possible implementations, the aerial refueling mission collaborative planning method further includes: S5: Visualize candidate refueling point decisions and refueling aircraft route information.

[0042] The above technical solution has the following beneficial effects: Existing technologies rely on crude methods for refueling point decision-making, depending on fixed locations or simplified models, which can easily lead to fuel redundancy or insufficient fuel. This application uses a high-fidelity fuel consumption model based on the Breguet equation and a dynamic safe fuel quantity strategy to more accurately simulate the exponential decay relationship between aircraft weight changes and fuel consumption in real flight. The safe fuel quantity is changed from a fixed value to a dynamic variable, quantifying threat zone factors as additional fuel costs. Compared with the uniform fuel consumption model, it can better reflect the nonlinear fuel consumption caused by changes in mission load and flight distance, and achieve accurate calculation of refueling points and refueling quantities.

[0043] Existing technologies use a single scheduling mode for refueling aircraft, primarily a one-to-one model, which results in low utilization and cannot meet the demands of multiple tasks. This application designs a hybrid scheduling strategy that dynamically switches between a one-to-one dedicated support mode and a centralized multi-task serial mode. The serial mode packages multiple discrete refueling tasks into a continuous delivery route, allowing one refueling aircraft to serve multiple nodes, significantly reducing the total empty mileage and number of sorties for the refueling aircraft, thereby greatly improving the utilization rate of a single aircraft and overall fuel efficiency.

[0044] This application integrates the independent and uncoordinated refueling point decision-making and refueling aircraft route planning into a unified whole for joint optimization, constructing a spatiotemporal collaborative optimization mathematical model to avoid rendezvous failures or fuel consumption issues caused by planning disconnect; thereby further improving overall fuel efficiency.

[0045] Based on the above, this application also designs a dynamic ad hoc replanning mechanism, which fundamentally solves the problems of poor dynamic adaptability of the system, inability to cope with task changes, and slow replanning response.

[0046] The following example uses a centralized strategy to illustrate a specific implementation example.

[0047] 1. Scene initialization: Load a small-scale scene (4 airports, 8 targets, 8 receiving aircraft), and set 3 threat zones (radius 50-80 nautical miles); 2. Gas station decision: For each receiving aircraft, select 2-3 candidate refueling points; Calculate the amount of fuel needed at each point (average 8000-10000 kg for outbound trip, average 5000-7000 kg for return trip). 3. Fuel dispenser dispatching: Sort the refueling points (outbound routes in ascending order, resulting in [P1(08:00), P2(08:30), P3(09:15)]); Two refueling machines are allocated: Refueling machine 1 serves P1→P2, and refueling machine 2 serves P3; Route generated: Tanker aircraft 1 from airport A → P1 (arriving at 07:40) → P2 (arriving at 08:20) → return (departing at 09:00); see also Figure 5 The diagram shows the planned flight routes and refueling points.

[0048] 4. Dynamic Adjustment: Adding a new target point (high priority) triggers replanning. The receiver's path has been adjusted to the original path → new target, and a new refueling point P4 has been added (08:45). The refueling aircraft 1's mission sequence has been updated to P1→P2→P4 (adjust speed to 22km / s, ensuring arrival at P4 at 08:40). See also Figure 6 This shows the path adjustment and refueling point optimization after triggering dynamic ad hoc planning (adding 3 targets and 2 return airports).

[0049] Corresponding to the above-described embodiments of the aerial refueling mission collaborative planning method, this application provides an aerial refueling mission collaborative planning device, comprising: The refueling point decision and refueling demand calculation module is used to acquire receiver aircraft mission route data; filter candidate refueling points based on safety area verification and time window constraints and perform dynamic refueling quantity calculation, as well as generate receiver aircraft refueling demand plans corresponding to candidate refueling points; The route information planning module is used to plan route information for the tanker aircraft based on the refueling demand plan of the receiving aircraft, using a preset scheduling strategy, including takeoff time, flight speed or path; the scheduling strategy includes dedicated support mode and multi-task serial mode; The spatiotemporal collaborative optimization module is used to construct a spatiotemporal collaborative optimization model to jointly optimize the planning of candidate refueling points and refueling aircraft route information; The dynamic ad hoc planning module is used to monitor new target events in real time during mission execution. When the triggering conditions are met, dynamic ad hoc planning is automatically executed to replan the refueling aircraft's flight path information.

[0050] Furthermore, the refueling point decision and refueling demand calculation module 1001 is also used to traverse the receiver aircraft's preset waypoints and select waypoints located on the safe side of the preset warning line, whose distance from the center of each preset threat zone is greater than the sum of its radius and the additional safety distance, and which are within the receiver aircraft's mission time window as candidate refueling points.

[0051] The fuel consumption of the receiver aircraft from its current position to the candidate refueling point and subsequent mission segments is calculated based on the exponential form of the Breguet equation: in, Indicates the starting weight. =Receiver empty weight + Current fuel quantity + Mission payload; This indicates the segment distance, the actual flight distance calculated using latitude and longitude coordinates; Indicates the efficiency of advancement. Indicates the lift-to-drag ratio. Indicates flight speed; This indicates the fuel consumption rate per unit thrust. It represents the acceleration due to gravity.

[0052] Based on the calculated fuel consumption, the required amount of fuel to be refueled at candidate refueling points is determined using a dynamic safety fuel quantity strategy; the dynamic safety fuel quantity is the sum of the basic safety fuel quantity and the emergency reserve fuel quantity determined based on the number of threat zones. fuel volume = (Fuel required for the next leg + ) - (Current remaining fuel - Fuel consumption to refueling point); where, Indicates the dynamic safety fuel level; The system synchronously updates the fuel levels of both the receiving and refueling machines and performs anomaly detection. If an anomaly is detected, an emergency response mechanism is triggered. The emergency response mechanism includes: re-screening candidate refueling points, selecting the next feasible point, and increasing the emergency refueling amount by a set value. The emergency handling mechanism is triggered when the fuel level after refueling is detected to be less than the safe fuel level or when there is a time conflict between the arrival time of the refueling machine and the arrival time of the receiving machine.

[0053] Furthermore, in the route information planning module, in the dedicated support mode: the refueling aircraft's route is from the airport, directly to a refueling point, and then back; its takeoff time is calculated based on the average speed of the refueling aircraft and the distance to the refueling point, and a waiting time is reserved for early arrival. In the multi-task concatenation mode: The refueling points are sorted according to the order of the receiving aircraft's mission time window; For each refueling point to be assigned, iterate through the pre-set list of refueling machines and determine the reachability of the refueling machine based on the status information in the list; the status information includes: current location, remaining fuel amount, and assigned task sequence; If a refueling machine is reachable, add the refueling point to its task sequence and update the path of the refueling machine; if it does not exist, add a new refueling machine to execute the task. The refueling aircraft's flight speed is dynamically adjusted according to the distance of the flight segment and the required arrival time to ensure its timely arrival.

[0054] Furthermore, in the spatiotemporal collaborative optimization module, the objective function of the spatiotemporal collaborative optimization model is: in, These are the weighting coefficients. For the oil consumption of the oil receiver, Fuel consumption of the gas pump; Its constraints include: Oil receiver: ; Fuel dispenser: ; in, Indicates fuel consumption during the flight segment. Indicates the minimum safe fuel level. Indicates the first m The first visit by a refueling aircraft l One refueling airspace.

[0055] Time coordination constraint: The time difference between the refueling pump and the receiving pump arriving at the same refueling point is within the set error range; Spatial coordination constraint: Prioritize the selection of candidate refueling points that are closest to the current planned path of the refueling machine.

[0056] Furthermore, in the dynamic ad hoc planning module, the dynamic ad hoc planning includes: Anchor waypoints executed before the current time to immutable paths; Based on the priority of the newly added target, different adjustment strategies are adopted to adjust the receiver aircraft's path; the strategies include: abandoning the original target and flying directly to the new high-priority target, adding the target of the same priority to the task queue, or replacing the low-priority target that has not been executed; Based on the adjusted receiver aircraft path, the refueling demand plan for all candidate refueling points is recalculated and the flight route information is planned; among which: For tanker aircraft that have already taken off, reroute them from their current positions, prioritizing the retention of already assigned refueling points, and only adjust the order. For the refueling aircraft, the takeoff time and route were recalculated.

[0057] Furthermore, the aerial refueling mission collaborative planning device also includes a visualization module for visualizing candidate refueling point decisions and refueling aircraft route information.

[0058] The above-mentioned aerial refueling mission collaborative planning device implements the steps and processes of the above-mentioned aerial refueling mission collaborative planning method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0059] Corresponding to the above-described embodiments of the aerial refueling mission collaborative planning method, this application provides an electronic device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the steps and processes of the above-described aerial refueling mission collaborative planning method embodiments and achieves the same technical effects. To avoid repetition, these will not be described again here.

[0060] Memory can be used to store software programs and various data. Memory can primarily include a first storage area for storing programs or instructions and a second storage area for storing data. The first storage area can store the operating system, application programs or instructions required for at least one function (such as sound playback, image playback, etc.). Furthermore, memory can include volatile memory or non-volatile memory, or both. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct memory bus RAM (DRRAM). The memory 1009 in the embodiments of this application includes, but is not limited to, these and any other suitable types of memory.

[0061] The processor may include one or more processing units; optionally, the processor 1010 integrates an application processor and a modem processor, wherein the application processor mainly handles operations involving the operating system, user interface, and applications, and the modem processor mainly handles wireless communication signals, such as a baseband processor. It is understood that the aforementioned modem processor may also not be integrated into the processor.

[0062] Corresponding to the above-described embodiments of the aerial refueling mission collaborative planning method, this application also provides a readable storage medium storing a program or instructions. When the program or instructions are executed by a processor, they implement the steps and processes of the above-described aerial refueling mission collaborative planning method embodiments and achieve the same technical effects. To avoid repetition, these will not be described again here.

[0063] The processor is the processor in the electronic device described in the above embodiments of this application. The readable storage medium includes a computer-readable storage medium, such as a computer read-only memory (ROM), random access memory (RAM), a magnetic disk, or an optical disk.

[0064] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0065] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a computer software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0066] It is understood that the embodiments of this application have been described above in conjunction with the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. As those skilled in the art will know, various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of the invention. Furthermore, those skilled in the art, under the guidance or instruction of this application, can modify these features and embodiments to adapt to specific situations and materials without departing from the spirit and scope of the invention. Therefore, this invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of this invention.

Claims

1. A collaborative planning method for aerial refueling missions, characterized in that, include: Acquire receiver aircraft mission route data; Candidate refueling points are selected based on security area verification and time window constraints, and dynamic refueling volume is calculated. The refueling demand plan for the receiving aircraft corresponding to the candidate refueling points is also generated. Based on the refueling demand plan of the receiving aircraft, a pre-set scheduling strategy is used to plan the route information for the refueling aircraft, including takeoff time, flight speed or path; the scheduling strategy includes dedicated support mode and multi-task serial mode. Construct a spatiotemporal collaborative optimization model to jointly optimize the planning of candidate refueling points and refueling aircraft route information; During mission execution, new target events are monitored in real time. When the triggering conditions are met, dynamic ad-hoc planning is automatically executed to replan the refueling aircraft's flight path information.

2. The collaborative planning method for aerial refueling missions according to claim 1, characterized in that, The process of selecting candidate refueling points based on security area verification and time window constraints, dynamically calculating refueling volume, and generating refueling demand plans for the receiving aircraft corresponding to the candidate refueling points includes: The system iterates through the receiver aircraft's preset waypoints and selects waypoints located on the safe side of the preset warning line, whose distance from the center of each preset threat zone is greater than the sum of its radius and the additional safety distance, and which are within the receiver aircraft's mission time window as candidate refueling points.

3. The collaborative planning method for aerial refueling missions according to claim 2, characterized in that, The process of selecting candidate refueling points based on security area verification and time window constraints, dynamically calculating refueling volume, and generating refueling demand plans for the receiving aircraft corresponding to the candidate refueling points also includes: The fuel consumption of the receiver aircraft from its current position to the candidate refueling point and subsequent mission segments is calculated based on the exponential form of the Breguet equation: in, Indicates the starting weight. =Receiver empty weight + Current fuel quantity + Mission payload; This indicates the segment distance, the actual flight distance calculated using latitude and longitude coordinates; Indicates the efficiency of advancement. Indicates the lift-to-drag ratio. Indicates flight speed; This indicates the fuel consumption rate per unit thrust. It represents the acceleration due to gravity.

4. The collaborative planning method for aerial refueling missions according to claim 3, characterized in that, The process of selecting candidate refueling points based on security area verification and time window constraints, dynamically calculating refueling volume, and generating refueling demand plans for the receiving aircraft corresponding to the candidate refueling points also includes: Based on the calculated fuel consumption, the required amount of fuel to be refueled at candidate refueling points is determined using a dynamic safety fuel quantity strategy; the dynamic safety fuel quantity is the sum of the basic safety fuel quantity and the emergency reserve fuel quantity determined based on the number of threat zones. fuel volume = (Fuel required for the next leg + ) - (Current remaining fuel - Fuel consumption to refueling point); where, This indicates the dynamic safety fuel level.

5. The collaborative planning method for aerial refueling missions according to claim 4, characterized in that, The process of selecting candidate refueling points based on security area verification and time window constraints, dynamically calculating refueling volume, and generating refueling demand plans for the receiving aircraft corresponding to the candidate refueling points also includes: The system synchronously updates the fuel levels of both the receiving and refueling machines and performs anomaly detection. If an anomaly is detected, an emergency response mechanism is triggered. The emergency response mechanism includes: re-screening candidate refueling points, selecting the next feasible point, and increasing the emergency refueling amount by a set value. Specifically, the emergency handling mechanism is triggered when the fuel level after refueling is detected to be less than the safe fuel level or when there is a time conflict between the arrival time of the refueling machine and the arrival time of the receiving machine.

6. The collaborative planning method for aerial refueling missions according to claim 1, characterized in that, In the dedicated support mode, the refueling aircraft's route is from the airport, directly to a refueling point, and then back; its takeoff time is calculated based on the average speed of the refueling aircraft and the distance to the refueling point, with time allowed for early arrival waiting. In the multi-task concatenation mode: The refueling points are sorted according to the order of the receiving aircraft's mission time window; For each refueling point to be assigned, iterate through the pre-set list of refueling machines and determine the reachability of the refueling machine based on the status information in the list; the status information includes: current location, remaining fuel amount, and assigned task sequence; If a refueling machine is reachable, add the refueling point to its task sequence and update the path of the refueling machine; if it does not exist, add a new refueling machine to execute the task. The refueling aircraft's flight speed is dynamically adjusted according to the distance of the flight segment and the required arrival time to ensure its timely arrival.

7. The collaborative planning method for aerial refueling missions according to claim 1, characterized in that, The objective function of the spatiotemporal co-optimization model is: in, These are the weighting coefficients. For the oil consumption of the oil receiver, Fuel consumption of the gas pump; Its constraints include: Oil receiver: ; fuel dispenser: ; Among them, among them, Indicates fuel consumption during the flight segment. Indicates the minimum safe fuel level. Indicates the first m The first visit by a refueling aircraft l One refueling airspace; Time coordination constraint: The time difference between the refueling pump and the receiving pump arriving at the same refueling point is within the set error range; Spatial coordination constraint: Prioritize the selection of candidate refueling points that are closest to the current planned path of the refueling machine.

8. The collaborative planning method for aerial refueling missions according to claim 1, characterized in that, The dynamic ad hoc planning includes: Anchor waypoints executed before the current time to immutable paths; Based on the priority of the newly added target, different adjustment strategies are adopted to adjust the receiver aircraft's path; the strategies include: abandoning the original target and flying directly to the new high-priority target, adding the target of the same priority to the task queue, or replacing the low-priority target that has not been executed; Based on the adjusted receiver aircraft path, the refueling demand plan for all candidate refueling points is recalculated and the flight route information is planned; among which: For tanker aircraft that have already taken off, reroute them from their current positions, prioritizing the retention of already assigned refueling points, and only adjust the order. For the refueling aircraft, the takeoff time and route were recalculated.

9. The collaborative planning method for aerial refueling missions according to claim 1, characterized in that, The method further includes: Visualize candidate refueling point decisions and refueling aircraft flight path information.

10. A collaborative planning device for aerial refueling missions, characterized in that, include: The refueling point decision and refueling demand calculation module is used to obtain the receiver aircraft's mission route data; Candidate refueling points are selected based on security area verification and time window constraints, and dynamic refueling volume is calculated. The refueling demand plan for the receiving aircraft corresponding to the candidate refueling points is also generated. The route information planning module is used to plan route information for the tanker aircraft based on the refueling demand plan of the receiving aircraft, using a preset scheduling strategy, including takeoff time, flight speed or path; the scheduling strategy includes dedicated support mode and multi-task serial mode; The spatiotemporal collaborative optimization module is used to construct a spatiotemporal collaborative optimization model to jointly optimize the planning of candidate refueling points and refueling aircraft route information; The dynamic ad hoc planning module is used to monitor dynamic events in real time during mission execution. When the triggering conditions are met, dynamic ad hoc planning is automatically executed to replan the refueling aircraft's route information.

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