An aircraft cluster control method, device, equipment and storage medium

Abstract

The application relates to an aircraft cluster control method, device, equipment and storage medium, the method comprising the following steps: dividing a traffic airspace into multiple traffic sub-regions and correspondingly distributing several formal aircrafts; evaluating and sorting the importance of all the formal aircrafts based on a traffic scenario; screening out important aircrafts based on the importance sorting of all the formal aircrafts, and generating an important aircraft queue; assigning at least one backup aircraft to each important aircraft, and confirming the accompanying trajectory of the backup aircraft; controlling the formal aircrafts to execute traffic instructions according to the traffic scenario, and controlling the backup aircrafts to fly along the accompanying trajectory and enter a standby state; monitoring the flight states of all the formal aircrafts and the backup aircrafts in real time; and executing a replacement process when any important aircraft fails. The application realizes instant replacement of a failed aircraft, and guarantees instantaneous and smooth recovery of an aircraft traffic flow.

Description

Technical Field

[0001] This invention relates to the field of air traffic control technology, and in particular to a method, apparatus, equipment and storage medium for controlling aircraft clusters. Background Technology

[0002] When large-scale aircraft swarms perform tasks such as formation flying and collaborative operations, the failure of a single aircraft can lead to mission interruption, formation disruption, or failure to achieve objectives, severely impacting the overall efficiency of aircraft traffic flow. In existing technologies, a common fault-tolerance method involves controlling the failed aircraft to return to base after a fault is detected, and then having a standby aircraft on the ground take off again and rejoin the swarm to fill the gap. However, this method has significant drawbacks: the standby aircraft requires a considerable amount of time to take off, climb, and reach its designated position, creating a local interruption in air traffic flow and failing to meet the demands of applications requiring high continuity (such as air shows, collaborative logistics, and continuous monitoring). Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of existing technologies, such as slow response to replacement of faulty aircraft and long mission interruption time that can easily cause air traffic flow disruption, and to provide an aircraft cluster control method, device, equipment and storage medium.

[0004] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0005] Firstly, this embodiment provides a method for controlling an aircraft cluster, including:

[0006] The traffic airspace is divided into multiple traffic sub-areas and a number of official aircraft are assigned to each sub-area.

[0007] The importance of all the official aircraft mentioned is evaluated and ranked based on the traffic scenario;

[0008] Important aircraft are selected based on their importance ranking among all the formal aircraft, and a queue of important aircraft is generated.

[0009] For each of the aforementioned important aircraft, assign at least one backup aircraft and confirm the escort trajectory of the backup aircraft;

[0010] The system controls the primary aircraft to execute traffic commands according to the traffic script, and controls the backup aircraft to fly along the escort trajectory and enter a standby state.

[0011] Real-time monitoring of the flight status of all the official and candidate aircraft;

[0012] When any critical aircraft is detected to have malfunctioned, a replacement procedure is executed: the malfunctioning critical aircraft is controlled to exit the traffic flow and return to its origin. At the same time, the corresponding replacement aircraft is controlled to move to the predetermined real-time position of the malfunctioning critical aircraft and take over the execution of the traffic commands of the malfunctioning critical aircraft.

[0013] Secondly, this embodiment provides an aircraft cluster control device for implementing the aircraft cluster control method described above, including: a partitioning unit, an evaluation and sorting unit, a filtering unit, an allocation unit, a control unit, a monitoring unit, and a replacement unit;

[0014] The division unit is used to divide the traffic airspace into multiple traffic sub-regions and allocate several formal aircraft accordingly.

[0015] The evaluation and ranking unit is used to evaluate and rank the importance of all the formal aircraft based on the traffic script;

[0016] The filtering unit is used to filter out important aircraft based on the importance ranking of all the formal aircraft, and generate an important aircraft queue.

[0017] The allocation unit is used to allocate at least one backup aircraft to each of the important aircraft and to confirm the escort trajectory of the backup aircraft.

[0018] The control unit is used to control the main aircraft to execute traffic instructions according to the traffic script, and to control the standby aircraft to fly along the escort trajectory and enter the standby state;

[0019] The monitoring unit is used to monitor the flight status of all the official aircraft and the backup aircraft in real time;

[0020] The replacement unit is used to execute a replacement procedure when any critical aircraft is detected to have malfunctioned: controlling the malfunctioning critical aircraft to exit the traffic flow and return to its origin, and simultaneously controlling the corresponding replacement aircraft to move to the predetermined real-time position of the malfunctioning critical aircraft and take over the execution of the traffic instructions of the malfunctioning critical aircraft.

[0021] Thirdly, this embodiment provides a computer device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement an aircraft cluster control method as described above.

[0022] Fourthly, this embodiment provides a storage medium storing a computer program, the computer program including program instructions, which, when executed by a processor, implement the aircraft cluster control method described above.

[0023] The advantages of this invention compared to existing technologies are as follows: By dividing the traffic airspace into multiple sub-regions for management and assessing and ranking the importance of all official aircraft within each region based on traffic scenarios, the invention accurately identifies critical aircraft requiring priority protection. Furthermore, by pre-assigning at least one backup aircraft to each critical aircraft, flying along a planned safe escort trajectory, the invention enables immediate control of the corresponding backup aircraft to quickly move to the faulty aircraft's real-time location and take over its mission when any critical aircraft malfunctions, while simultaneously controlling the faulty aircraft to return to base. This method transforms the traditional method of requiring ground-based retake for replacement into a seamless, instantaneous replacement by an airborne backup aircraft, thereby reducing fault response and recovery time from minutes to seconds, significantly minimizing mission downtime. Simultaneously, the importance assessment optimizes the configuration efficiency of backup resources, significantly improving the overall robustness and continuity of aircraft swarm flights, and ensuring the continuity and integrity of air traffic flow.

[0024] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 A flowchart illustrating the aircraft cluster control method provided in an embodiment of the present invention;

[0027] Figure 2 for Figure 1 A flowchart illustrating a specific implementation method of step S2;

[0028] Figure 3 for Figure 1 A flowchart illustrating a specific implementation of step S4;

[0029] Figure 4 for Figure 1 A schematic diagram of a specific implementation method for step S7;

[0030] Figure 5 A schematic block diagram of an aircraft cluster control device provided in an embodiment of the present invention;

[0031] Figure 6 A schematic block diagram of a computer device provided for an embodiment of the present invention. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. 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.

[0033] It should be understood that, when used in this specification and the appended claims, the terms "comprising" and "including" indicate the presence of the described features, integrals, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0034] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0035] It should also be further understood that the term "and / or" as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0036] Please see Figures 1 to 4 As shown, the present invention provides an embodiment of an aircraft cluster control method, including the following S1 to S7:

[0037] S1. Divide the traffic airspace into multiple traffic sub-areas and assign a number of official aircraft accordingly.

[0038] Specifically, large-scale aircraft operate in vast airspaces with numerous aircraft. Managing and responding to faults across the entire airspace as a single entity results in high scheduling complexity and significant response delays. By introducing regionalized management concepts and dividing the large airspace into several traffic sub-regions, localized and rapid fault handling can be achieved, reducing the computational burden on global scheduling algorithms and facilitating balanced resource deployment.

[0039] In practice, based on the actual size and shape of the traffic airspace and the distribution characteristics of aircraft in the traffic script, the three-dimensional traffic airspace is divided into multiple non-overlapping traffic sub-regions (e.g., marked as R1, R2, R3, etc.). A certain number of official aircraft are assigned to each traffic sub-region. These official aircraft are responsible for performing the flight tasks specified in the traffic script within that traffic sub-region, collectively forming part of the overall activity pattern.

[0040] This sub-step, through regional division, enables finer granularity in monitoring, management, and fault response units, allowing for rapid location of fault locations. This lays the foundation for subsequent region-based priority scheduling and alternative resource allocation, improving the modularity and efficiency of system management.

[0041] S2. Evaluate and rank the importance of all the formal aircraft based on the traffic scenario.

[0042] Specifically, in aircraft swarm activities, the impact of the different positions of the official aircraft on the overall performance of the traffic script varies significantly. For example, in aircraft performance scenes, the visual disharmony caused by the absence of official aircraft that form the turning points of text strokes or the key connections of pattern outlines is far greater than that caused by official aircraft that are filled in or on the edge. This step aims to identify, through quantitative evaluation, the critical aircraft that are essential to the smoothness and integrity of the traffic script execution, so as to prioritize their reliability under limited resources. This evaluation is based on the traffic script, ensuring the objectivity and forward-looking nature of the assessment.

[0043] Further, step S2 includes the following sub-steps S21 to S23:

[0044] S21. Obtain the traffic script, which contains the official activity frames of all official aircraft in the time series.

[0045] Specifically, the traffic script is the core control document for aircraft activities. In computer graphics and program execution models, a frame represents a single image or a snapshot of a program execution state. In this invention, a formal activity frame specifically refers to the complete set of spatial positions, attitudes, and motion states of all formal aircraft as defined in the traffic script at a specific moment. Successive formal activity frames, arranged in a time sequence, constitute a dynamic traffic trajectory. These formal activity frames are the fundamental data source for analyzing aircraft motion characteristics, spatial relationships, and their visual position.

[0046] In practice, during the event preparation phase, the traffic script file is distributed to each operational aircraft. This traffic script file is a sequence of operational frames indexed by timestamps.

[0047] This sub-step provides complete and accurate input data for subsequent importance quantification scoring, enabling the evaluation results to truly reflect the actual role of the aircraft in dynamic activities.

[0048] S22. Based on the formal activity frame, the visual and structural importance of each formal aircraft when executing traffic commands is quantitatively scored using a multi-dimensional weighted scoring model to obtain an importance score.

[0049] Specifically, a single indicator is insufficient to comprehensively measure the importance of a formal aircraft in traffic flow. This invention employs a comprehensive, multi-dimensional weighted scoring model to evaluate the aircraft from multiple perspectives, including temporal fluency, spatial structure, and visual attention.

[0050] In practice, the calculation dimensions of the multi-dimensional weighted scoring model include at least fluency score, missing inconsistency score, topological criticality score, and visual focus score.

[0051] First, the scores of each official aircraft in each dimension are calculated based on the official activity frame sequence.

[0052] Smoothness rating: S flow (p): This score is used to evaluate the smoothness of the aircraft's trajectory. The absence of a score for aircraft with drastic trajectory changes can easily cause jerky or awkward movements during performances. The calculation formula is as follows:

[0053] S flow (p)=1-(1 / T)∑ t=1 T |Δv t (p)-_Δv_ t |;

[0054] Where T is the total number of formal activity frames in the traffic script; Δv t (p) represents the rate of change of velocity (acceleration modulus) of the actual aircraft in frame t; _Δv_ t This represents the average acceleration magnitude of all official aircraft in the game at frame t. If an official aircraft experiences a sudden and drastic change in speed (such as a sudden stop or turn), its absence will cause the animation to stutter, so it is given a higher smoothness weight.

[0055] Missing Sense Rating S disrupt (p): This rating quantifies the visual importance of a missing official aircraft by simulating the disruption to the overall traffic flow integrity. In practice, for each official aircraft, the original sequence of official activity frames is first obtained from the traffic script. Then, a simulated activity frame sequence missing that aircraft is generated based on this sequence. Subsequently, image similarity metrics (such as SSIM or LPIPS) are used to calculate the difference between each simulated activity frame in the simulated activity frame sequence and each official activity frame in the official activity frame sequence. The maximum difference value is taken as the baseline inconsistency value. After normalization of the baseline inconsistency value, the following is obtained:

[0056] S disrupt (p)=S disrupt (p) = max t Dissimilarity t (p) / max q ∈ All Points maxt Dissimilarity t (q);

[0057] Among them, S disrupt (p) is the final calculated score for the absence of the official aircraft. It is a normalized value between 0 and 1; the higher the value, the stronger the visual disruption or anomaly caused to traffic flow by the absence of the official aircraft, and the greater its importance. t Dissimilarity t (p) represents the image difference value between the simulated activity frame missing the actual aircraft and the original actual activity frame at time t. t Dissimilarity t (q) represents the maximum difference value (max) among all frames calculated for each official aircraft (iterating through all official aircraft). t Dissimilarity t (q). max q ∈ All Points max t Dissimilarity t (q) represents the maximum difference value across all frames. t Dissimilarity t In (q), take the maximum value. This value serves as the denominator for normalization, ensuring the final score S. disrupt (p) ranges between [0,1].

[0058] Secondly, to improve computational efficiency and achieve intelligent scoring when calculating the inconsistency score, engineering optimizations can be performed: a heatmap of inconsistency can be pre-constructed. Specifically, by analyzing the static structure of each formal activity frame's image (such as text puzzles or graphic outlines), highly sensitive areas (such as text edges, graphic outlines, and pattern connection points) are identified. Then, using data visualization techniques, the coordinates of these highly sensitive areas are mapped to high-weight values, generating a weighted distribution map (i.e., a heatmap) covering the entire traffic airspace. In calculating S... disrupt (p) If the flight path of the actual aircraft passes through or approaches these highly sensitive areas, its base discrepancy value will receive a bonus coefficient, thus automatically assigning a higher score. This method avoids performing complete image similarity calculations frame by frame, significantly improving evaluation efficiency and ensuring the priority of key visual elements.

[0059] Topological criticality score S topo(p): This scoring method uses graph theory to assess the structural importance of formal aircraft in traffic flow. Based on a graph theory model, the distance between two formal aircraft in each formal activity frame is calculated. If this distance is less than a set threshold (e.g., 1.5 times the safe distance), a connecting edge is considered to exist between them. The degree centrality and betweenness centrality of the formal aircraft are calculated, and then the topological criticality score is calculated based on the degree centrality and betweenness centrality, using the following formula:

[0060] S topo (p)=α·NormDeg(p)+(1-α)·NormBetw(p);

[0061] Where S topo (p) represents the final calculated topological criticality score; α is the degree centrality weight, usually taken as 0.6, emphasizing local connectivity; NormDeg(p) is the normalized degree centrality of the formal aircraft, reflecting the number of other aircraft directly connected to the formal aircraft, used to reflect the local connectivity density of the formal aircraft; NormBetw(p) is the normalized betweenness centrality of the formal aircraft, that is, the proportion of paths that pass through the formal aircraft in the shortest path in all formal activity frames, reflecting the global importance of the formal aircraft as a critical node. For example, the vertex of the letter A usually has a high betweenness centrality.

[0062] Visual focus rating S focus (p): This rating assesses how well a live aircraft attracts the visual attention of viewers.

[0063] One simplified method for calculating visual focus scores is to use a Gaussian weighted average based on the position of the actual aircraft in the actual event frame; the closer to the center of the frame, the higher the score.

[0064] Another more accurate method is to use a human eye attention prediction model (such as SALICON or DeepGaze) for calculation: the image synthesized from each formal activity frame is input into the human eye attention prediction model, which processes and calculates the corresponding attention heatmap, where A(x,y) represents the heatmap value of the two-dimensional projection coordinates (x,y) of the attention heatmap corresponding to the formal aircraft. This reflects the original probability or intensity that the human eye attention prediction model judges the area of ​​the screen where the formal aircraft is located to attract the viewer's attention. The higher the value, the closer the formal aircraft is to the visual focus area. Based on all the calculated heatmap values, a visual focus score is calculated, and the calculation formula is as follows:

[0065] S focus (p)=A(x p ,y p ) / maxq A(x q ,y q ).

[0066] Then, based on preset weighting coefficients, the scores for each of the above dimensions for each official aircraft are weighted and summed to obtain the importance score (IS) for each official aircraft. The calculation formula is as follows:

[0067] IS(p) = w1·S flow (p)+w2·S disrupt (p)+w3·S topo (p)+w4·S focus (p);

[0068] Where w1, w2, w3, and w4 are the weighting coefficients for the fluency score, the missing and awkward score, the topological criticality score, and the visual focus score, respectively, and satisfy w1 + w2 + w3 + w4 = 1. The weighting coefficients can be dynamically adjusted according to the type of activity; for example, w2 can be increased for text-based performances, and w1 can be increased for dynamic animations.

[0069] This sub-step, through the use of a multi-dimensional weighted scoring model and multi-dimensional fusion, achieves a scientific and quantitative assessment of the importance of formal aircraft. The scoring results can accurately distinguish between key and secondary nodes in transportation engineering, providing a reliable basis for differentiated resource protection.

[0070] S23. Sort all official aircraft in descending order according to the importance scores.

[0071] In practice, within each traffic sub-region, all official aircraft are ranked in descending order according to their calculated importance score (IS). The higher the score, the stronger their visual and structural importance in the activity.

[0072] This sub-step visually displays the priority of each official aircraft in the region through the sorting results, forming the basic sequence for subsequent screening of important aircraft and allocation of candidate resources.

[0073] Step S2 introduces a data-driven, multi-dimensional importance assessment model, transforming the judgment of key points that originally relied on subjective experience into an objective and calculable quantitative process, making the resource allocation strategy of the entire aircraft emergency replacement system more accurate, scientific, and automated.

[0074] S3. Based on the importance ranking of all the formal aircraft, important aircraft are selected and a queue of important aircraft is generated.

[0075] Specifically, due to cost and management complexity considerations, it is impossible to configure a backup aircraft for every official aircraft. Therefore, it is necessary to prioritize the official aircraft according to their importance, select the group of aircraft that most need protection, define them as important aircraft, and form a priority queue for them as the target for backup resource allocation.

[0076] In practice, for each traffic sub-region, based on the importance ranking obtained from S2, the top N aircraft with the highest importance scores (N can be set according to the region size and resource availability, for example, 3-5) are selected and marked as important aircraft for that traffic sub-region. Then, all marked important aircraft in the traffic sub-regions are aggregated and globally sorted in descending order according to their importance scores to generate a unified important aircraft queue. This queue reflects the priority order of the aircraft locations that most need to be guaranteed uninterrupted throughout the entire traffic flow.

[0077] This sub-step generates a queue of important aircraft based on importance scores. The system can focus on the most critical support objectives, achieve optimal allocation of limited backup resources, and ensure that in the event of a failure, the aircraft with the greatest impact on the operation can be replaced first and quickly. This optimizes the utilization efficiency of limited emergency support resources and ensures the maximum reliability of core transportation nodes under resource constraints.

[0078] S4. Assign at least one backup aircraft to each of the important aircraft and confirm the escort trajectory of the backup aircraft.

[0079] Specifically, to ensure immediate replacement in the event of a failure, the backup aircraft cannot remain on the ground but must be launched in advance and enter a standby state. The core of this step is to allocate appropriate backup resources to each important aircraft and plan flight trajectories for these backup aircraft that do not affect the main activities but can quickly respond to backup commands.

[0080] Furthermore, step S4 includes the following sub-steps S41 to S44:

[0081] S41. Based on the important aircraft queue, deploy a candidate aircraft set for each traffic sub-area, wherein the number of candidate aircraft in the candidate aircraft set is not less than the number of important aircraft in the traffic sub-area.

[0082] Specifically, to ensure that each critical aircraft has at least one available backup aircraft, sufficient backup resources need to be deployed in each area. Deploying a number no less than the number of critical aircraft is the most basic requirement; in practice, the number can be increased based on redundancy requirements.

[0083] In practice, before the activity begins, a set of candidate aircraft is assigned to each traffic sub-region based on the number of important aircraft marked therein. For example, if traffic sub-region R1 has 3 important aircraft, then at least 3 candidate aircraft (such as R1S1, R1S2, R1S3) are assigned to form the candidate set for that traffic sub-region.

[0084] This sub-step provides a material basis for system reliability by ensuring the replaceability of critical aircraft in the event of failure in terms of total resources.

[0085] S42. Based on the importance ranking in the important aircraft queue, assign one or more candidate aircraft to each important aircraft from the candidate aircraft set, and establish a substitute mapping relationship between the important aircraft and its assigned candidate aircraft.

[0086] Specifically, a simple one-to-one allocation may not be flexible enough and cannot handle situations where the backup aircraft itself malfunctions. Therefore, this invention adopts a more flexible allocation strategy, allowing an important aircraft to have multiple backup aircraft, and also allowing a backup aircraft to provide backup for multiple important aircraft, thereby improving resource utilization and system robustness.

[0087] In practice, for each traffic sub-area, based on the importance ranking, at least two candidate aircraft are allocated to each important aircraft from the candidate aircraft set in descending order. Based on the at least two candidate aircraft allocated to each important aircraft, a priority sequence of replacement aircraft is established, and a replacement mapping relationship is established and recorded in a replacement mapping table based on the mapping relationship between the important aircraft and the replacement sequence. The same candidate aircraft may be assigned to the replacement sequences of different important aircraft and have different priority orders in different replacement sequences. For example, candidate aircraft R2S1 may simultaneously be the primary candidate (priority 1) for important aircraft R2F1 and the secondary candidate (priority 2) for important aircraft R2F2.

[0088] This sub-step establishes a flexible, multi-layered backup relationship network, which not only ensures rapid replacement of single failures, but also finds available replacements through priority scheduling in the event of cascading failures or poor status of backup aircraft, greatly enhancing the system's fault tolerance.

[0089] S43. Based on the substitute mapping relationship, preload the traffic instructions of the important aircraft corresponding to the substitute aircraft for each candidate aircraft.

[0090] Specifically, for a standby aircraft to seamlessly take over the missions of a malfunctioning primary aircraft, it must be aware of all its traffic instructions in advance.

[0091] In practice, during the ground preparation phase before the operation begins, traffic instructions for each important aircraft are issued to its corresponding backup aircraft and stored based on the established backup mapping relationship. In this way, each backup aircraft is aware of the flight plans of the targets it may need to take over.

[0092] This sub-step, by implementing script preloading, avoids the delay caused by temporarily transmitting a large amount of trajectory data when a fault occurs, and is a key prerequisite for ensuring a seamless replacement.

[0093] S44. Calculate the escort trajectory of the candidate aircraft based on the official activity frame of the important aircraft corresponding to the candidate aircraft.

[0094] Specifically, standby aircraft cannot remain stationary or hover during the standby period, otherwise it will be difficult to respond quickly to faults in different spatial locations; nor can they fly arbitrarily, so as not to interfere with the main activities or cause collisions. Therefore, it is necessary to design a flight path for them that is synchronized with the activities of the important aircraft but maintains a safe offset.

[0095] In practice, based on the aforementioned substitute mapping relationship, the official activity frame sequences of all important aircraft tracked by the candidate aircraft are obtained. According to the established substitute mapping relationship, all important aircraft tracked by the candidate aircraft are queried, and the official activity frame sequences of these important aircraft are extracted from the traffic script accordingly. These official activity frame sequences are then distributed to the candidate aircraft. These official activity frame sequences define the precise spatial coordinates (latitude, longitude, altitude) and attitude of each important aircraft throughout the performance in the form of a time series.

[0096] Based on the formal activity frame sequence, the predetermined real-time position of each important aircraft tracked by the candidate aircraft at each moment is obtained, and a preset fixed offset vector is superimposed to obtain the candidate escort position corresponding to each important aircraft.

[0097] More specifically, at each time t, based on the position of the important aircraft F (P_F(t)=(x_t,y_t,z_t)) and the local formation normal vector (or preset offset direction), the candidate escort position is calculated as follows: [P_S_i^{candidate}(t)=P_F_i(t)+\lambda\cdot\vec{d}(t)], where P_S_i^{candidate}(t) is the candidate escort position calculated for the candidate aircraft S, corresponding to the i-th important aircraft F_i that it is responsible for tracking at time t. \vec{d}(t) is the unit offset direction vector (usually taken as the direction perpendicular to the main formation plane, or the direction away from the audience's viewpoint); \lambda=2\timesD_{\text{safe}}, D_{\text{safe}} is the minimum safe distance between the official machines (e.g., 5 meters); \lambda\cdot\vec{d}(t) represents the displacement vector obtained by moving \lambda distance from position F along the direction of \vec{d}(t).

[0098] Based on the importance score of each important aircraft, a weighted average is calculated on the multiple candidate escort positions, and the weighted average result is used as the escort position of the candidate aircraft at that moment.

[0099] When a standby aircraft is responsible for tracking multiple important aircraft, it may correspond to multiple candidate escort positions at the same time. In order to determine a unique optimal standby point, the system introduces importance scores as weights for decision-making.

[0100] Specifically, based on the importance score IS(F_i) of each important aircraft F_i, a weighted average is calculated for all candidate escort positions P_S_i^{candidate}(t). The calculation formula is: P_S(t)=Σ(IS(F_i)*P_S_i^{candidate}(t)) / ΣIS(F_i).

[0101] The weighted average result P_S(t) is then determined as the final escort position of the candidate aircraft at time t. This method ensures that the standby position of the candidate aircraft is closer to the more important protected target, realizing intelligent resource allocation. This weighted multi-target position fusion strategy is similar to the idea of ​​designing a weighted fitness function to balance multiple objectives in multi-aircraft cooperative path planning.

[0102] The calculated escort position sequence is then smoothed to generate an initial escort trajectory. More specifically, spline interpolation can be used for trajectory smoothing to ensure a smooth and stable initial escort trajectory, and to ensure that the backup aircraft flies smoothly without sharp turns.

[0103] The official activity frame sequences of all official aircraft and the initial escort trajectory of each candidate aircraft were input into the simulation environment for verification to confirm whether a collision occurred.

[0104] If no collision occurs, the simulation verification is successful, and the initial flight path is used as the final flight path to be executed.

[0105] If a collision occurs, the candidate escort position of the candidate aircraft in the collision object at the time of the collision is recalculated based on the collision time, collision location and collision object, and the initial escort trajectory is regenerated and verified until the simulation verification is successful.

[0106] This sub-step calculates a safe, smooth, and dynamically correlated flight path with the main activity, ensuring that the backup aircraft is always in a hot standby state near the important aircraft. This minimizes the flight distance and time required for the backup point while ensuring the safety of flight throughout the airspace.

[0107] Step S4 establishes a complete airborne standby system, including resource allocation, mission preloading, and trajectory planning. This transforms standby aircraft from cold backups on the ground into hot backups that can be deployed at any time in the air, creating the necessary conditions for instantaneous replacement. This ensures rapid response capabilities and avoids the risk of collisions in aircraft traffic flow through simulation verification, thus maintaining the overall safety and operational order of the traffic airspace.

[0108] S5. Control the main aircraft to execute traffic instructions according to the traffic script, and control the backup aircraft to fly along the escort trajectory and enter the standby state.

[0109] Specifically, this is the execution phase of the traffic scenario, where the primary and backup aircraft take off in tandem, each performing its specific task. The primary aircraft executes the traffic scenario, while the backup aircraft fly synchronously within a pre-defined safe area, remaining on standby.

[0110] In practice, at the start of the activity, all official and reserve aircraft are simultaneously launched. The official aircraft strictly follow the traffic script to execute traffic instructions and complete the activity maneuvers. Simultaneously, each reserve aircraft flies according to the final escort trajectory calculated and verified in S4. To further ensure safety, each reserve aircraft continuously runs a local obstacle avoidance algorithm during flight. This algorithm perceives the real-time relative position and speed between the reserve aircraft and other surrounding aircraft (including official aircraft and other reserve aircraft); when a collision risk is predicted, the reserve aircraft generates and executes a temporary obstacle avoidance maneuver based on the escort trajectory to avoid the risk; after the collision risk is eliminated, it returns to the original escort trajectory to continue flying. This real-time perception-based local obstacle avoidance method, drawing on distributed control concepts such as the artificial potential field method, can effectively cope with dynamic environments.

[0111] This sub-step, through a cooperative flight mechanism, allowed the main activity to proceed smoothly, while the backup aircraft entered the optimal rapid response position without interfering with the main activity. The introduction of a local obstacle avoidance algorithm further enhanced the safety and autonomy of aircraft traffic flow.

[0112] S6. Monitor the flight status of all the official aircraft and the candidate aircraft in real time.

[0113] Specifically, timely fault detection is a prerequisite for triggering the replacement process. Continuous, real-time monitoring of the critical status of all aircraft in the cluster is essential to respond immediately upon the occurrence of a fault.

[0114] In practice, the flight status that needs to be monitored includes, but is not limited to, GPS / BeiDou positioning information, inertial measurement unit (IMU) data, battery voltage, and communication link quality. The data is analyzed using pre-defined fault diagnosis logic (such as communication timeout, abnormal attitude angle, and positioning data jumps) to determine whether the primary and backup aircraft are in normal working order.

[0115] This step establishes a state-aware network across the entire cluster, providing real-time data support for rapid fault detection and decision-making. It serves as the eyes and nerves for achieving automated fault response.

[0116] S7. When any critical aircraft is detected to have malfunctioned, execute the replacement procedure: control the malfunctioning critical aircraft to exit the traffic flow and return to its origin. At the same time, control the corresponding replacement aircraft to move to the predetermined real-time position of the malfunctioning critical aircraft and take over the execution of the traffic instructions of the malfunctioning critical aircraft.

[0117] Specifically, this is the core response step of the present invention. When the monitoring system detects a critical aircraft malfunction, an automated replacement process must be initiated immediately. This process includes two parallel operations: safely evacuating the malfunctioning critical aircraft and precisely replacing it with the optimal candidate aircraft to achieve instantaneous restoration of aircraft traffic flow.

[0118] Further, step S7 includes the following sub-steps S71 to S75:

[0119] S71. Query the substitute mapping relationship to obtain the replacement sequence corresponding to the faulty important aircraft, sorted by priority.

[0120] Specifically, when a failure occurs, it is necessary to quickly determine which backup aircraft will perform the replacement mission based on a pre-established backup strategy.

[0121] In practice, based on the identifier of the critical aircraft that failed, the substitute mapping relationship established in S4 is queried to obtain the sequence of candidate aircraft configured for the critical aircraft that failed, sorted by priority.

[0122] This sub-step instantly identifies the candidate replacement executors and their order by looking up a table, avoiding complex real-time decision calculations and resulting in extremely fast response speed.

[0123] S72. Check the current flight status of each candidate aircraft in the replacement sequence in order of priority according to the replacement sequence.

[0124] Specifically, a candidate aircraft in the backup sequence may be unavailable due to performing other replacement tasks, insufficient power, or a malfunction. Therefore, a status check needs to be performed in priority order to select the first available candidate aircraft.

[0125] During execution, based on real-time monitoring data of flight status, the status of each candidate aircraft in the sequence is checked sequentially to determine its availability. Indicators for availability include, but are not limited to: online status, normal communication, battery level above a safety threshold (configurable as needed, typically 60%), and not performing other takeover tasks.

[0126] This sub-step improves the success rate of replacement by ensuring that the final selected replacement executor is the most suitable and available unit under the current conditions.

[0127] S73. From the replacement sequence, select the first candidate aircraft that satisfies the current flight status as the target replacement aircraft.

[0128] Specifically, based on the priority and availability check results, the specific candidate aircraft to perform this replacement mission is finally determined.

[0129] In practice, when a candidate aircraft (such as R2S1) in the backup sequence is found to be available, it is selected as the target replacement aircraft for this replacement, and subsequent checks are terminated.

[0130] This sub-step prepares for sending precise instructions by quickly and accurately identifying the replacement execution subject.

[0131] S74. Control the malfunctioning critical aircraft to leave the traffic flow and execute a return flight.

[0132] Specifically, the continued presence of a malfunctioning aircraft in traffic airspace may pose a safety risk and could interfere with the replacement process, necessitating its immediate removal.

[0133] In practice, an emergency return-to-base command is sent to the malfunctioning critical aircraft. Upon receiving the command, the malfunctioning critical aircraft interrupts the execution of current traffic instructions, initiates a pre-set return-to-base procedure, and flies to the designated safe landing point or standby area.

[0134] This sub-step ensured the safety and order of traffic airspace by promptly clearing the faulty unit, making room for a replacement aircraft. Understandably, when a replacement aircraft malfunctions, it also needs to interrupt its current activities and return to its origin.

[0135] S75. Control the target replacement aircraft to leave the current escort trajectory, and calculate and execute a replacement flight path according to the predetermined real-time position of the faulty important aircraft, so as to move to the predetermined real-time position and take over the execution of the traffic instructions of the faulty important aircraft.

[0136] Specifically, the selected replacement aircraft needs to quickly and accurately fly to the location where the malfunctioning critical aircraft should be, and from that point in time, continue to execute the traffic script that the malfunctioning critical aircraft has not completed.

[0137] In practice, a replacement command containing the identifier of the faulty critical aircraft and the time of the failure is sent to the target replacement aircraft. Upon receiving the command, the target replacement aircraft immediately interrupts its current escort flight path mode. Subsequently, based on a pre-loaded traffic script, it queries the three-dimensional coordinates (latitude, longitude, altitude) of the faulty critical aircraft defined in the official activity frame at the time of the failure, or, to improve response speed, queries the predetermined real-time position defined in the official activity frame within the next 1-3 seconds. This position is the target point to be filled. Simultaneously, the target candidate aircraft obtains its current real-time position (latitude, longitude, altitude) and precise timing information through its onboard GPS / BeiDou module, and calculates the replacement flight path based on the current real-time position and the predetermined real-time position. The calculation process first performs relative position calculation:

[0138] Relative position displacement in the north direction = (latitude of the predetermined real-time position - latitude of the current real-time position) × 111319.5;

[0139] Relative position displacement in the east direction = (longitude of the predetermined real-time position - longitude of the current real-time position) × 111319.5 × cos(longitude of the current real-time position);

[0140] Relative height displacement = height of the predetermined real-time position - height of the current real-time position.

[0141] The constant 111319.5 in the formula represents the approximate length (in meters) of one degree of the Earth's meridian, and cos(the longitude of the current real-time position) is used to correct for distance conversions at different latitudes. Based on the relative northward displacement, relative eastward displacement, and relative altitude displacement, a path planning algorithm is used to calculate a replacement flight path. After calculating this replacement flight path, the target candidate aircraft is instructed to fly along the replacement flight path to the predetermined real-time position to achieve replacement. During this flight, the target candidate aircraft continuously runs a local real-time obstacle avoidance algorithm to avoid collisions with other aircraft.

[0142] When the replacement aircraft arrives at the designated real-time location of the faulty critical aircraft, and the time indicated by its onboard clock (usually synchronized via GPS / BeiDou) matches the timestamp of the official activity frame corresponding to that designated real-time location in the pre-loaded traffic script, the replacement aircraft immediately begins executing the pre-loaded traffic instructions belonging to the faulty critical aircraft. This mechanism ensures that the replacement aircraft does not simply occupy a spatial point, but is precisely embedded into the predetermined timeline and spatial trajectory of the original traffic script, continuing the performance from the precise frame where the fault interrupted. At this point, the replacement is complete, and the aircraft traffic flow achieves seamless connection both visually and temporally.

[0143] This sub-step completes a closed loop from fault detection to seamless replacement. Since the backup aircraft is already in a standby state in the air and knows the script in advance, the entire replacement process can be completed within seconds, almost imperceptible to the audience. This perfectly solves the shortcomings of traditional solutions, such as slow response and obvious interruption, and achieves instantaneous and smooth recovery of air traffic flow.

[0144] Step S7 defines an efficient, robust, and automated fault response and replacement process. Through relational queries, status filtering, parallel command sending, and precise path calculation, it minimizes traffic flow disruption time caused by faults, realizing the core value of rapid fault repair in this invention and significantly improving the reliability and visual appeal of aircraft traffic flow.

[0145] Please see Figure 5As shown, the present invention also discloses an aircraft cluster control device, comprising: a division unit 1, an evaluation and sorting unit 2, a filtering unit 3, an allocation unit 4, a control unit 5, a monitoring unit 6, and a replacement unit 7;

[0146] The division unit 1 is used to divide the traffic airspace into multiple traffic sub-regions and allocate several formal aircraft accordingly.

[0147] The evaluation and ranking unit 2 is used to evaluate and rank the importance of all the formal aircraft based on the traffic script;

[0148] The filtering unit 3 is used to filter out important aircraft based on the importance ranking of all the formal aircraft and generate an important aircraft queue.

[0149] The allocation unit 4 is used to allocate at least one backup aircraft to each of the important aircraft and to confirm the escort trajectory of the backup aircraft.

[0150] The control unit 5 is used to control the main aircraft to execute traffic instructions according to the traffic script, and to control the standby aircraft to fly along the escort trajectory and enter the standby state.

[0151] The monitoring unit 6 is used to monitor the flight status of all the official aircraft and the candidate aircraft in real time;

[0152] The replacement unit 7 is used to execute a replacement process when any important aircraft is detected to have malfunctioned: control the malfunctioning important aircraft to exit the traffic flow and return to its origin, and at the same time control the corresponding candidate aircraft to move to the predetermined real-time position of the malfunctioning important aircraft and take over the execution of the traffic instructions of the malfunctioning important aircraft.

[0153] Furthermore, the evaluation and sorting unit 2 is specifically used for:

[0154] Obtain the traffic script, which contains all official activity frames of all official aircraft in a time series;

[0155] Based on the formal activity frames, the visual and structural importance of each formal aircraft when executing traffic commands is quantitatively scored using a multi-dimensional weighted scoring model to obtain an importance score.

[0156] The multi-dimensional weighted scoring model includes at least the following calculation dimensions: fluency score, missing objectivity score, topological criticality score, and visual focus score. Based on the formal activity frames, the multi-dimensional weighted scoring model is used to quantify the visual and structural importance of each formal aircraft when executing traffic commands, resulting in an importance score, including:

[0157] Based on the formal activity frames, a multi-dimensional weighted scoring model is used to calculate the smoothness score, missing inconsistency score, topological criticality score, and visual focus score for each formal aircraft.

[0158] Based on the preset weighting coefficients, all calculation dimensions corresponding to each formal aircraft are weighted and summed to obtain the importance score of each formal aircraft.

[0159] All official aircraft are sorted in descending order based on their importance scores.

[0160] Furthermore, the filtering unit 3 is specifically used for:

[0161] For each traffic sub-region, the top N official aircraft with the highest importance scores are selected based on the importance ranking of all the official aircraft and marked as important aircraft for that traffic sub-region.

[0162] All important aircraft in the traffic sub-region are aggregated and a queue of important aircraft is generated in order of importance.

[0163] Furthermore, the allocation unit 4 is specifically used for:

[0164] Based on the important aircraft queue, a candidate aircraft set is deployed for each traffic sub-area, and the number of candidate aircraft in the candidate aircraft set is not less than the number of important aircraft in the traffic sub-area;

[0165] Based on the importance ranking in the important aircraft queue, one or more candidate aircraft are assigned to each important aircraft from the candidate aircraft set, and a substitute mapping relationship is established between the important aircraft and its assigned candidate aircraft.

[0166] Based on the aforementioned substitute mapping relationship, traffic instructions for the corresponding important aircraft are preloaded for each candidate aircraft;

[0167] The flight path of the candidate aircraft is calculated based on the official activity frames of the important aircraft corresponding to the candidate aircraft.

[0168] Furthermore, when the allocation unit 4 performs the task of ranking the important aircraft based on their importance in the important aircraft queue, allocating one or more candidate aircraft from the candidate aircraft set for each important aircraft, and establishing a substitute mapping relationship between the important aircraft and its allocated candidate aircraft, it is specifically used for:

[0169] For each traffic sub-region, based on the importance ranking, at least two candidate aircraft are assigned to each important aircraft from the candidate aircraft set in descending order;

[0170] Based on at least two candidate aircraft assigned to each important aircraft, a priority sequence of replacement aircraft is established, and a replacement mapping relationship is established based on the mapping relationship between the important aircraft and the replacement sequence.

[0171] The same candidate aircraft can be assigned to the reserve sequence of different important aircraft, and have different priority orders in different reserve sequences.

[0172] Furthermore, when the allocation unit 4 calculates the escort trajectory of the candidate aircraft based on the official activity frame of the important aircraft corresponding to the candidate aircraft, it is specifically used for:

[0173] Based on the aforementioned substitute mapping relationship, obtain the official activity frame sequence of all important aircraft tracked by the candidate aircraft;

[0174] Based on the formal activity frame sequence, the predetermined real-time position of each important aircraft tracked by the candidate aircraft at each moment is obtained, and a preset fixed offset vector is superimposed to obtain the candidate escort position corresponding to each important aircraft.

[0175] Based on the importance score of each important aircraft, a weighted average is calculated on the multiple candidate escort positions, and the weighted average result is used as the escort position of the candidate aircraft at that moment.

[0176] The calculated flight position sequence is smoothed to generate an initial flight trajectory;

[0177] The official activity frame sequences of all official aircraft and the initial escort trajectory of each candidate aircraft were input into the simulation environment for verification to confirm whether a collision occurred.

[0178] If no collision occurs, the simulation verification is successful, and the initial flight path is used as the final flight path to be executed.

[0179] If a collision occurs, the candidate escort position of the candidate aircraft in the collision object at the time of the collision is recalculated based on the collision time, collision location and collision object, and the initial escort trajectory is regenerated and verified until the simulation verification is successful.

[0180] Furthermore, when the control unit 5 executes the command to control the candidate aircraft to fly along the escort trajectory and enter the standby state, it is also used to control each candidate aircraft to continuously run a local obstacle avoidance algorithm during flight.

[0181] The local obstacle avoidance algorithm senses the real-time relative position and speed between the candidate aircraft and other surrounding aircraft.

[0182] When the local obstacle avoidance algorithm predicts a collision risk with other surrounding aircraft, it controls the backup aircraft to generate and execute a temporary obstacle avoidance maneuver command based on the escort trajectory to avoid the collision risk.

[0183] After the collision risk is eliminated, the backup aircraft is controlled to return to the original escort trajectory and continue flying.

[0184] Furthermore, the replacement unit 7 is specifically used for:

[0185] Query the substitute mapping relationship to obtain the replacement sequence corresponding to the faulty important aircraft, sorted by priority;

[0186] According to the priority order of the replacement sequence, the current flight status of each candidate aircraft in the replacement sequence is checked in turn;

[0187] From the replacement sequence, the first candidate aircraft that satisfies the current flight status as available is selected as the target replacement aircraft;

[0188] Control the malfunctioning critical aircraft to exit traffic flow and return to base;

[0189] The target replacement aircraft is controlled to detach from the current escort trajectory, and a replacement flight path is calculated and executed based on the predetermined real-time position of the faulty critical aircraft, so as to move to the predetermined real-time position and take over the traffic commands of the faulty critical aircraft.

[0190] It should be noted that those skilled in the art can clearly understand that the specific implementation process of the above-mentioned aircraft cluster control device and its various units can be referred to the corresponding descriptions in the foregoing method embodiments. For the sake of convenience and brevity, these details will not be repeated here.

[0191] The aforementioned aircraft cluster control device can be implemented as a computer program, which can, for example... Figure 6 It runs on the computer device shown.

[0192] Please see Figure 6 , Figure 6 This is a schematic block diagram of a computer device 500 provided in an embodiment of this application; the computer device 500 can be a terminal or a server, wherein the terminal can be an electronic device with communication functions such as a smartphone, tablet computer, laptop computer, desktop computer, personal digital assistant, and wearable device. The server can be a standalone server or a server cluster composed of multiple servers.

[0193] See Figure 6The computer device 500 includes a processor 502, a memory, and a network interface 505 connected via a system bus 501. The memory may include a non-volatile storage medium 503 and internal memory 504.

[0194] The non-volatile storage medium 503 may store an operating system 5031 and a computer program 5032. The computer program 5032 includes program instructions that, when executed, cause the processor 502 to perform an aircraft cluster control method.

[0195] The processor 502 provides computing and control capabilities to support the operation of the entire computer device 500.

[0196] The internal memory 504 provides an environment for the execution of the computer program 5032 in the non-volatile storage medium 503. When the computer program 5032 is executed by the processor 502, the processor 502 can execute an aircraft cluster control method.

[0197] This network interface 505 is used for network communication with other devices. Those skilled in the art will understand that... Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device 500 to which the present application is applied. The specific computer device 500 may include more or fewer components than those shown in the figure, or may combine certain components in a specific pattern, or may have different component arrangements.

[0198] The processor 502 is used to run a computer program 5032 stored in the memory to perform the following steps:

[0199] The traffic airspace is divided into multiple traffic sub-areas and a number of official aircraft are assigned to each sub-area.

[0200] The importance of all the official aircraft mentioned is evaluated and ranked based on the traffic scenario;

[0201] Important aircraft are selected based on their importance ranking among all the formal aircraft, and a queue of important aircraft is generated.

[0202] For each of the aforementioned important aircraft, assign at least one backup aircraft and confirm the escort trajectory of the backup aircraft;

[0203] The system controls the primary aircraft to execute traffic commands according to the traffic script, and controls the backup aircraft to fly along the escort trajectory and enter a standby state.

[0204] Real-time monitoring of the flight status of all the official and candidate aircraft;

[0205] When any critical aircraft is detected to have malfunctioned, a replacement procedure is executed: the malfunctioning critical aircraft is controlled to exit the traffic flow and return to its origin. At the same time, the corresponding replacement aircraft is controlled to move to the predetermined real-time position of the malfunctioning critical aircraft and take over the execution of the traffic commands of the malfunctioning critical aircraft.

[0206] It should be understood that in the embodiments of this application, the processor 502 may be a central processing unit (CPU), or it may be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0207] It will be understood by those skilled in the art that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program includes program instructions and can be stored in a storage medium, which is a computer-readable storage medium. The program instructions are executed by at least one processor in the computer system to implement the process steps of the embodiments of the above methods.

[0208] Therefore, the present invention also provides a storage medium. This storage medium can be a computer-readable storage medium. The storage medium stores a computer program, wherein the computer program includes program instructions that, when executed by a processor, can implement the above-described aircraft cluster control method. The storage medium stores a computer program, which includes program instructions that, when executed by a processor, can implement the above-described method. The program instructions include the following steps:

[0209] The traffic airspace is divided into multiple traffic sub-areas and a number of official aircraft are assigned to each sub-area.

[0210] The importance of all the official aircraft mentioned is evaluated and ranked based on the traffic scenario;

[0211] Important aircraft are selected based on their importance ranking among all the formal aircraft, and a queue of important aircraft is generated.

[0212] For each of the aforementioned important aircraft, assign at least one backup aircraft and confirm the escort trajectory of the backup aircraft;

[0213] The system controls the primary aircraft to execute traffic commands according to the traffic script, and controls the backup aircraft to fly along the escort trajectory and enter a standby state.

[0214] Real-time monitoring of the flight status of all the official and candidate aircraft;

[0215] When any critical aircraft is detected to have malfunctioned, a replacement procedure is executed: the malfunctioning critical aircraft is controlled to exit the traffic flow and return to its origin. At the same time, the corresponding replacement aircraft is controlled to move to the predetermined real-time position of the malfunctioning critical aircraft and take over the execution of the traffic commands of the malfunctioning critical aircraft.

[0216] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0217] In the several embodiments provided by this invention, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For example, the division of each unit is merely a logical functional division, and other division methods may be used in implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or skipped.

[0218] The steps in the method of this invention can be adjusted, merged, or deleted in order as needed. The units in the device of this invention can be merged, divided, or deleted as needed. Furthermore, the functional units in the various embodiments of this invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0219] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, a terminal, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention.

[0220] The above embodiments are preferred implementations of the present invention. In addition, the present invention can be implemented in other ways. Any obvious substitutions without departing from the concept of the present technical solution are within the protection scope of the present invention.

Claims

1. A method for controlling a cluster of aircraft, characterized in that, include: The traffic airspace is divided into multiple traffic sub-areas and a number of official aircraft are assigned to each sub-area. The importance of all the official aircraft mentioned is evaluated and ranked based on the traffic scenario; Important aircraft are selected based on their importance ranking among all the formal aircraft, and a queue of important aircraft is generated. For each of the aforementioned important aircraft, assign at least one backup aircraft and confirm the escort trajectory of the backup aircraft; The system controls the primary aircraft to execute traffic commands according to the traffic script, and controls the backup aircraft to fly along the escort trajectory and enter a standby state. Real-time monitoring of the flight status of all the official and candidate aircraft; When any critical aircraft is detected to have malfunctioned, a replacement procedure is executed: the malfunctioning critical aircraft is controlled to exit the traffic flow and return to its origin. At the same time, the corresponding replacement aircraft is controlled to move to the predetermined real-time position of the malfunctioning critical aircraft and take over the execution of the traffic commands of the malfunctioning critical aircraft. The assessment and ranking of the importance of all the aforementioned formal aircraft based on the traffic script includes: Obtain the traffic script, which contains all official activity frames of all official aircraft in a time series; Based on the formal activity frames, the visual and structural importance of each formal aircraft when executing traffic commands is quantitatively scored using a multi-dimensional weighted scoring model to obtain an importance score. All official aircraft are sorted in descending order based on the importance scores. The multi-dimensional weighted scoring model includes at least the following calculation dimensions: fluency score, missing objectivity score, topological criticality score, and visual focus score. Based on the formal activity frames, the multi-dimensional weighted scoring model quantifies the visual and structural importance of each formal aircraft when executing traffic commands, yielding an importance score, including: Based on the formal activity frames, a multi-dimensional weighted scoring model is used to calculate the smoothness score, missing inconsistency score, topological criticality score, and visual focus score for each formal aircraft. Based on preset weighting coefficients, all calculation dimensions corresponding to each formal aircraft are weighted and summed to obtain the importance score of each formal aircraft.

2. The aircraft cluster control method according to claim 1, characterized in that, The process of sorting and selecting important aircraft based on the importance of all the formal aircraft and generating an important aircraft queue includes: For each traffic sub-region, the top N official aircraft with the highest importance scores are selected based on the importance ranking of all the official aircraft and marked as important aircraft for that traffic sub-region. All important aircraft in the traffic sub-region are aggregated and a queue of important aircraft is generated in order of importance.

3. The aircraft cluster control method according to claim 2, characterized in that, Assigning at least one backup aircraft to each of the important aircraft and confirming the escort trajectory of the backup aircraft includes: Based on the important aircraft queue, a candidate aircraft set is deployed for each traffic sub-area, and the number of candidate aircraft in the candidate aircraft set is not less than the number of important aircraft in the traffic sub-area; Based on the importance ranking in the important aircraft queue, one or more candidate aircraft are assigned to each important aircraft from the candidate aircraft set, and a substitute mapping relationship is established between the important aircraft and its assigned candidate aircraft. Based on the aforementioned substitute mapping relationship, traffic instructions for the corresponding important aircraft are preloaded for each candidate aircraft; The flight path of the candidate aircraft is calculated based on the official activity frames of the important aircraft corresponding to the candidate aircraft.

4. The aircraft cluster control method according to claim 3, characterized in that, The process of assigning one or more candidate aircraft from the candidate aircraft set to each important aircraft based on the importance ranking in the important aircraft queue, and establishing a substitute mapping relationship, includes: For each traffic sub-region, based on the importance ranking, at least two candidate aircraft are assigned to each important aircraft from the candidate aircraft set in descending order; Based on at least two candidate aircraft assigned to each important aircraft, a priority sequence of replacement aircraft is established, and a replacement mapping relationship is established based on the mapping relationship between the important aircraft and the replacement sequence. The same candidate aircraft can be assigned to the reserve sequence of different important aircraft, and have different priority orders in different reserve sequences.

5. The aircraft cluster control method according to claim 4, characterized in that, The step of calculating the escort trajectory of the candidate aircraft based on the official activity frames of the important aircraft corresponding to the candidate aircraft includes: Based on the aforementioned substitute mapping relationship, obtain the official activity frame sequence of all important aircraft tracked by the candidate aircraft; Based on the formal activity frame sequence, the predetermined real-time position of each important aircraft tracked by the candidate aircraft at each moment is obtained, and a preset fixed offset vector is superimposed to obtain the candidate escort position corresponding to each important aircraft. Based on the importance score of each important aircraft, a weighted average is calculated on the multiple candidate escort positions, and the weighted average result is used as the escort position of the candidate aircraft at that moment. The calculated flight position sequence is smoothed to generate an initial flight trajectory; The official activity frame sequences of all official aircraft and the initial escort trajectory of each candidate aircraft were input into the simulation environment for verification to confirm whether a collision occurred. If no collision occurs, the simulation verification is successful, and the initial flight path is used as the final flight path to be executed. If a collision occurs, the candidate escort position of the candidate aircraft in the collision object at the time of the collision is recalculated based on the collision time, collision location and collision object, and the initial escort trajectory is regenerated and verified until the simulation verification is successful.

6. The aircraft cluster control method according to claim 1, characterized in that, During the process of controlling the candidate aircraft to fly along the escort trajectory and enter the standby state, each candidate aircraft is controlled to continuously run a local obstacle avoidance algorithm during flight; The local obstacle avoidance algorithm senses the real-time relative position and speed between the candidate aircraft and other surrounding aircraft. When the local obstacle avoidance algorithm predicts a collision risk with other surrounding aircraft, it controls the backup aircraft to generate and execute a temporary obstacle avoidance maneuver command based on the escort trajectory to avoid the collision risk. After the collision risk is eliminated, the backup aircraft is controlled to return to the original escort trajectory and continue flying.

7. The aircraft cluster control method according to claim 3, characterized in that, When a malfunction is detected in any important aircraft, a replacement procedure is executed, including: Query the substitute mapping relationship to obtain the replacement sequence corresponding to the faulty important aircraft, sorted by priority; According to the priority order of the replacement sequence, the current flight status of each candidate aircraft in the replacement sequence is checked in turn; From the replacement sequence, the first candidate aircraft that satisfies the current flight status as available is selected as the target replacement aircraft; Control the malfunctioning critical aircraft to exit traffic flow and return to base; The target replacement aircraft is controlled to detach from the current escort trajectory, and a replacement flight path is calculated and executed based on the predetermined real-time position of the faulty critical aircraft, so as to move to the predetermined real-time position and take over the traffic commands of the faulty critical aircraft.

8. A cluster control device for aircraft, characterized in that, The method for implementing the aircraft cluster control method as described in any one of claims 1 to 7 includes: a partitioning unit, an evaluation and sorting unit, a filtering unit, an allocation unit, a control unit, a monitoring unit, and a replacement unit; The division unit is used to divide the traffic airspace into multiple traffic sub-regions and allocate several formal aircraft accordingly. The evaluation and ranking unit is used to evaluate and rank the importance of all the formal aircraft based on the traffic script; The filtering unit is used to filter out important aircraft based on the importance ranking of all the formal aircraft, and generate an important aircraft queue. The allocation unit is used to allocate at least one backup aircraft to each of the important aircraft and to confirm the escort trajectory of the backup aircraft. The control unit is used to control the main aircraft to execute traffic instructions according to the traffic script, and to control the standby aircraft to fly along the escort trajectory and enter the standby state; The monitoring unit is used to monitor the flight status of all the official aircraft and the backup aircraft in real time; The replacement unit is used to execute a replacement procedure when any critical aircraft is detected to have malfunctioned: controlling the malfunctioning critical aircraft to exit the traffic flow and return to its origin, and simultaneously controlling the corresponding replacement aircraft to move to the predetermined real-time position of the malfunctioning critical aircraft and take over the execution of the traffic instructions of the malfunctioning critical aircraft.

9. A computer device, characterized in that, The computer device includes a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements an aircraft cluster control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a computer program, which includes program instructions that, when executed by a processor, implement an aircraft cluster control method as described in any one of claims 1 to 7.

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