Multi-equipment integration and collaborative scheduling method of sky-ground integrated emergency fire truck

Abstract

The application discloses a kind of multi-equipment integration and collaborative scheduling method of ground-air integrated emergency fire truck, to solve the technical problem of fluid mechanics interference in cross-equipment rescue accompanying fire scene.The method obtains the water jet parameters of ground unmanned equipment and the flight attitude parameters of aerial unmanned aerial vehicle, constructs a parabolic three-dimensional model of water jet and extracts the rotor downwash airflow influence domain;Through space mapping comparison, the spatial intersection overlapping area of the two is determined as the dynamic physical interference exclusion zone;Real-time monitoring of aerial unmanned aerial vehicle accompanying route, if it overlaps with the exclusion zone, then based on the boundary constraint condition, the route is biased and re-planned, and the scheduling instruction is issued.The application can overcome the limitations of traditional scheduling relying only on central coordinates to prevent collision, accurately avoid the derivative physical disturbance of unmanned aerial vehicle downwash airflow to ground water jet trajectory, thereby significantly improving the safety and efficiency of ground-air joint emergency rescue.

Description

Technical Field

[0001] This invention relates to the field of fire rescue technology, specifically to a method for the integration and coordinated dispatch of multiple equipment in an integrated air-ground emergency fire truck. Background Technology

[0002] With the acceleration of urbanization and the increasing complexity of various industrial buildings, complex fires and other emergencies place higher demands on the mobility and coordination of fire and rescue equipment. Traditional single-function fire trucks often struggle to conduct rapid and precise rescue operations when faced with terrain limitations, obstructed visibility, and high-risk fire scenes. Therefore, integrated air-ground emergency fire trucks, combining vehicle-mounted platforms, aerial drones, and ground-based unmanned equipment, have emerged. Current technologies typically rely on vehicle-mounted central control terminals or command systems to allocate tasks and coordinate the dispatch of aerial drones and ground-based unmanned equipment based on the fire situation.

[0003] However, existing integrated space-ground coordinated scheduling methods mostly focus on macro-level task queuing, simple space collision avoidance warnings, and resupply scheduling based on battery endurance. In real-world fire rescue operations, multiple heterogeneous equipment often need to coordinate closely (e.g., aerial drones provide local reconnaissance and lighting guidance at low altitudes, while ground-based unmanned equipment simultaneously follows and performs high-pressure water jetting). During operations, ground-based unmanned equipment, affected by water pressure, nozzle elevation angle, and the external environment, forms a parabolic water jetting surface with a certain physical footprint. Simultaneously, emergency rescue scenarios typically employ industrial-grade heavy-duty multi-rotor drones (e.g., models used to carry lighting matrices, thermal imaging pods, or even directly fire extinguishing bombs / hose). When performing low-altitude hovering or accompanying flight operations, the high-speed rotation of their large rotors inevitably projects strong downwash airflow downwards. It should be noted that the fire extinguishing medium sprayed by ground equipment undergoes severe atomization and fragmentation in the middle and later stages of its parabolic trajectory due to air resistance, resulting in a significant decrease in kinetic energy and extreme sensitivity to vertically penetrating wind fields.

[0004] When the accompanying flight path of a drone is too close to the operating area of ​​ground equipment, the strong rotor downwash will directly cut into and block the mid-to-rear section of the water jet trajectory on the ground. This flow field interference effect is even more significant when ground equipment sprays lightweight fire extinguishing media such as fire-fighting foam or high-pressure fine water mist, causing the fire extinguishing agent to be severely dispersed or entrained in turbulence, making it impossible for the fire extinguishing agent to accurately cover the target fire source and greatly reducing the efficiency of emergency response. Conversely, if the initial high-pressure water jet on the ground accidentally hits the accompanying drone flying at low altitude, it is also very easy to cause the aerial equipment to become unstable or even crash.

[0005] Therefore, how to overcome the dynamic physical interference between air and ground equipment during accompanying operations to ensure the safety and efficiency of joint space-ground emergency operations is a technical problem that urgently needs to be solved. Summary of the Invention

[0006] To address at least one of the technical deficiencies mentioned in the background art, the present invention aims to provide a method for the integration and coordinated dispatch of multiple equipment in a ground-to-ground integrated emergency fire truck, and a ground-to-ground integrated emergency fire truck.

[0007] The first aspect of the present invention provides a method for the integration and coordinated dispatch of multiple equipment in a ground-to-ground integrated emergency fire truck, the method comprising: Acquire the current water-spraying parameters of the ground-based unmanned equipment, and simultaneously acquire the current flight attitude parameters of the aerial drones that are cooperating in the mission; Based on the current water jet parameters, a corresponding three-dimensional model of the water jet parabolic surface is constructed, and the influence domain of the rotor downwash airflow projected downward by the UAV is extracted in combination with the current flight attitude parameters. The three-dimensional model of the water jet parabolic surface is spatially mapped and compared with the influence domain of the rotor downwash airflow. The spatial intersection and overlap area of ​​the two obtained by the comparison is determined as the dynamic physical interference and repulsion zone between the ground unmanned equipment and the airborne drone. If it is detected that the preset accompanying flight path of the UAV overlaps with the dynamic physical interference exclusion zone, the preset accompanying flight path is biased and replanned based on the boundary constraints of the dynamic physical interference exclusion zone, and the replanned accompanying flight path is issued as a scheduling command to the UAV and executed.

[0008] A second aspect of the present invention provides an integrated ground-to-ground emergency fire truck, comprising a vehicle-mounted command terminal mounted on the vehicle body, and ground-based unmanned equipment and an aerial drone communicatively connected to the vehicle-mounted command terminal, wherein the vehicle-mounted command terminal includes: The parameter acquisition module is used to acquire the current water jetting parameters of the ground unmanned equipment and simultaneously acquire the current flight attitude parameters of the aerial UAVs that are cooperating in the mission. The model building and extraction module is used to build a corresponding three-dimensional model of the water jet parabola based on the current water jet parameters, and to extract the influence domain of the rotor downwash airflow projected downward by the UAV in combination with the current flight attitude parameters. The interference exclusion zone generation module is used to spatially map and compare the three-dimensional model of the water jet parabolic surface with the influence domain of the rotor downwash airflow, and determine the spatial intersection and overlap area of ​​the two obtained by comparison as the dynamic physical interference exclusion zone between the ground unmanned equipment and the airborne drone. The replanning and scheduling module is used to perform bias replanning of the preset accompanying route based on the boundary constraints of the dynamic physical interference exclusion zone if it is detected that the preset accompanying route of the UAV overlaps with the dynamic physical interference exclusion zone, and then issue the replanned accompanying route as a scheduling command to the UAV for execution.

[0009] To address the shortcomings of traditional scheduling methods that rely solely on center coordinates for collision avoidance and fail to prevent physical interference of rotor downwash airflow on water jet trajectory derivatives, this invention constructs a three-dimensional model of the water jet parabolic surface and the influence domain of rotor downwash airflow, and determines the spatial intersection of the two as a dynamic physical interference exclusion zone. This achieves a precise quantitative characterization of the cross-physical field interference relationship between downwash airflow and water jet trajectory, thereby overcoming the limitation of traditional collision avoidance algorithms that ignore flow field coupling effects. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the overall process of a multi-equipment integration and collaborative dispatch method for an integrated air-ground emergency fire truck disclosed in an embodiment of the present invention; Figure 2 This is a schematic diagram of the process for generating spatial avoidance tangents disclosed in an embodiment of the present invention; Figure 3 This is a structural schematic diagram of an integrated ground and air emergency fire truck disclosed in an embodiment of the present invention. Detailed Implementation

[0011] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0012] To address the complex interference problem across physical fields involved in the background technology, this invention provides a method for the integration and coordinated dispatch of multiple equipment in a ground-based integrated emergency fire truck. The coordinated dispatch method in this embodiment is executed by the processor of the vehicle-mounted command terminal. (Refer to...) Figure 1 As shown, the method in this embodiment specifically includes the following steps: S1: Obtain the current water jetting parameters of the ground-based unmanned equipment and simultaneously obtain the current flight attitude parameters of the aerial drones that are cooperating in the mission. In this embodiment, the vehicle-mounted command terminal reads the water cannon controller parameters of the ground unmanned equipment in real time through wired or wireless communication links, and simultaneously acquires the real-time flight status data of the accompanying industrial-grade multi-rotor UAV through the UAV data link (such as a dedicated data transmission radio or 4G / 5G communication module).

[0013] The current water jet parameters include at least the nozzle elevation angle, jet velocity, and the type of extinguishing medium used. The current flight attitude parameters include at least the real-time rotor speed, rotor physical dimensions, and current hovering altitude. The real-time rotor speed is directly read from the motor speed feedback channel of the UAV flight control system; the rotor physical dimensions are inherent design parameters of the UAV (pre-stored in the equipment database of the vehicle-mounted command terminal and retrieved via the UAV model identifier); and the current hovering altitude is provided by the barometric altimeter or millimeter-wave radar altimeter on the UAV.

[0014] It should be understood that the acquisition frequency of the above parameters should not be lower than the system spatial mapping update frequency, so as to ensure that the calculation of the subsequent dynamic physical interference exclusion zone can be dynamically refreshed in accordance with the real-time changes in the equipment operation status, and avoid interference zone deviation caused by parameter lag.

[0015] S2, construct a corresponding three-dimensional model of the water jet parabolic surface based on the current water jet parameters, and extract the influence domain of the rotor downwash airflow projected downward by the UAV in combination with the current flight attitude parameters; This step aims to convert the physical behavior of water jetting from ground-based equipment and the aerodynamic behavior of aerial UAVs into quantifiable three-dimensional spatial voxels for subsequent geometric calculations in spatial interference determination. For specific implementation details, please refer to steps S21-S24 below: As an example, a three-dimensional model of the corresponding water jet parabolic surface is constructed based on the current water jet parameters, including: S21, extract the nozzle elevation angle, jet velocity, and extinguishing medium type of the ground unmanned equipment from the current water jet parameters, construct an initial parabolic trajectory based on the nozzle elevation angle and jet velocity; calculate the kinetic energy attenuation along the initial parabolic trajectory based on the air resistance attenuation coefficient, and mark the position where the kinetic energy attenuation reaches a preset abrupt change threshold as the atomization critical point; wherein, the air resistance attenuation coefficient is obtained based on the matching of the extinguishing medium type; In practice, the current water jet parameters are reported in real time from the ground-based unmanned equipment's water cannon controller to the vehicle-mounted command terminal. Specifically, the nozzle elevation angle refers to the pitch angle of the water cannon barrel relative to the horizontal plane, which can be directly read by the angle sensor on the water cannon itself; the jet velocity refers to the initial velocity of the extinguishing medium at the nozzle outlet, which can be calculated from the flow meter inside the water cannon in conjunction with the nozzle cross-sectional area, or calculated using Bernoulli's equation by the water cannon pressure sensor in conjunction with the nozzle diameter; and the extinguishing medium type is the identifier of the type of extinguishing material currently used by the water cannon, determined by the fire truck's medium selection switch or the valve status of the liquid supply system. Different types of extinguishing media have different physical parameters (density, viscosity, surface tension).

[0016] Furthermore, taking the nozzle outlet position as the starting point, the direction determined by the nozzle elevation angle as the initial velocity direction, and the jet velocity as the initial velocity magnitude, an initial parabolic trajectory in a vertical plane is constructed under the action of gravitational acceleration (taken as 9.8 m / s²). This trajectory describes the theoretical motion path of the extinguishing medium after it is ejected from the nozzle under vacuum conditions without air resistance.

[0017] However, in actual fire environments, the influence of air resistance on the jet trajectory is not negligible, and the degree of influence of air resistance varies among different extinguishing media due to differences in their physical properties. Therefore, this embodiment pre-measures the resistance characteristics of each type of extinguishing medium at different speeds under experimental conditions, fits the air resistance attenuation coefficient of that extinguishing medium, and stores each type of extinguishing medium and its corresponding air resistance attenuation coefficient in key-value pairs in the storage unit of the vehicle-mounted command terminal.

[0018] Furthermore, the vehicle-mounted command terminal, based on the type of extinguishing medium extracted from the water jet parameters, queries the storage unit to obtain the corresponding air resistance attenuation coefficient. It then iteratively calculates the air resistance point-by-point along the initial parabolic trajectory, starting from the nozzle exit position, with small step intervals (e.g., 0.01 seconds). The air resistance experienced by the jet element during flight is proportional to the square of its velocity, and its direction is opposite to the velocity direction.

[0019] Let the mass of the jet element be... The speed is Then its equation of motion can be expressed as: in, It is the gravitational acceleration vector. This is the air resistance attenuation coefficient. Let be the unit vector in the velocity direction. To simplify the process, the jet can be approximated as a series of infinitesimal elements with the same initial mass, and the kinetic energy attenuation can be characterized by the energy lost per unit mass of the jet, thus eliminating the need to introduce a mass parameter.

[0020] Let the velocity at a certain position be... Then the amount of kinetic energy loss per unit mass at this position relative to the nozzle exit can be expressed as: in, This represents the initial jet velocity at the nozzle exit. The current velocity is calculated point-by-point along the trajectory. Then calculate the cumulative kinetic energy decay at that point. As the jet travels forward, its speed... Gradually decrease, Gradually increase.

[0021] Meanwhile, in this embodiment, a preset mutation threshold is calibrated in advance through experiments or simulations. This threshold reflects the critical kinetic energy loss per unit mass as the jet transitions from a continuous liquid column state to an atomized fragmentation state. This abrupt change threshold is related to the type of extinguishing medium. Different extinguishing media (such as water, Class A foam mixtures, and high-pressure fine water mist) have different surface tensions and critical Weber numbers, resulting in different critical atomization kinetic energy loss thresholds. The preset abrupt change thresholds for each type of extinguishing medium are as follows: The configuration parameters are pre-stored in the configuration parameter table of the vehicle terminal.

[0022] During the point-by-point calculation process, when the cumulative kinetic energy decays... The first time the preset mutation threshold is reached At that time, that is The location where this occurs is designated as the atomization critical point. It should be understood that this atomization critical point marks the transition of the jet from a continuous liquid column to an atomized particle cluster. Before the critical point, the jet maintains a relatively concentrated columnar shape, while after the critical point, the jet begins to atomize severely and break into a large number of fine droplets, becoming extremely sensitive to external airflow cutting in from the vertical direction.

[0023] S22, the trajectory segment located after the atomization critical point in the initial parabolic trajectory is subjected to volume expansion along the three-dimensional radial direction to generate the three-dimensional model of the water jet parabolic surface.

[0024] Specifically, after determining the atomization critical point, the initial parabolic trajectory is divided into a continuous jet segment before the atomization critical point and an atomization diffusion segment after the atomization critical point, using this point as the boundary. For the atomization diffusion segment, it is no longer considered an ideal linear trajectory without volume, but rather, based on the actual spatial distribution characteristics of the atomized droplet group in the air, a certain diffusion radius is assigned along the radial direction of the trajectory (i.e., in all directions within the plane perpendicular to the trajectory tangent). This diffusion radius is zero at the atomization critical point and gradually increases with increasing distance from the atomization critical point, for example, according to a linear or exponential growth law. It is understood that the specific value of the diffusion radius is related to the type of extinguishing medium and the residual velocity at the atomization critical point, and can be obtained through empirical formulas or table lookups derived from prior experiments.

[0025] After the aforementioned three-dimensional radial volume expansion process, the linear path in the initial parabolic trajectory after the atomization critical point transforms into a three-dimensional body with a circular cross-section. The radius of this cross-section gradually expands from zero at the atomization critical point to its maximum radius at the landing point, resulting in an overall frustum or trumpet shape. Connecting the continuous jet segment before the atomization critical point with the volume-expanded atomization diffusion segment at the atomization critical point generates a complete three-dimensional model of the water jet parabolic surface.

[0026] It should be understood that the three-dimensional model of the water jet parabolic surface is an irregular three-dimensional body, with the front half being a slender linear or tubular shape and the rear half a gradually expanding conical shape. This accurately reflects the actual physical space occupied by the extinguishing medium due to severe atomization and fragmentation in the latter part of its flight. The model is stored in the memory of the vehicle-mounted command terminal in the form of a three-dimensional voxel mesh or a triangular facet mesh for subsequent spatial geometric calculations.

[0027] As an example, the influence domain of the rotor downwash airflow projected downwards by the UAV is extracted based on the current flight attitude parameters, including: S23, extract the real-time rotor speed, rotor physical dimensions and current hovering altitude of the UAV from the current flight attitude parameters, and calculate the initial cross-sectional wind speed of the downwash airflow based on the real-time rotor speed and the rotor physical dimensions; Specifically, the current flight attitude parameters are transmitted in real time from the UAV's flight controller to the vehicle-mounted command terminal via a data link. The real-time rotor speed is directly read from the motor speed feedback channel in the UAV's flight control system, characterizing the intensity of the airflow generated by the rotor. The rotor's physical dimensions, the diameter or radius, are inherent design parameters of the UAV, pre-stored in the vehicle-mounted command terminal's equipment database and retrieved via the UAV's unique identifier. This dimension determines the area of ​​the rotor disk swept by the rotor during rotation. The current hovering altitude is provided by the UAV's barometric altimeter or radar altimeter, indicating the UAV's current vertical distance relative to the ground or takeoff point.

[0028] Furthermore, the initial cross-sectional wind speed of the downwash airflow is calculated based on the real-time rotor speed and rotor physical dimensions. Specifically, let the rotor speed be... The rotor radius is First, convert the rotational speed unit to radians per second: ,in Let be the angular velocity of the rotor rotation; the linear velocity of the rotor tip can be expressed as . According to momentum theory, the induced velocity at the rotor disk plane in a hovering state (i.e., the initial cross-sectional wind speed of the downwash airflow) The following relationship exists between the propeller tip linear velocity and the propeller tip linear velocity: ,in The thrust coefficient is determined by the rotor's geometric parameters (such as blade twist angle and solidity ratio) and the current operating state. It is an inherent aerodynamic parameter of the UAV and can be obtained in advance through wind tunnel experiments or theoretical calculations and stored in the equipment database of the vehicle terminal.

[0029] To simplify real-time calculations, the above relationships can also be combined into empirical coefficients. ,make This coefficient It encompasses thrust coefficients and other constants from momentum theory, pre-calibrated according to the UAV model and stored in the equipment database. The vehicle-mounted command terminal acquires the current rotor speed. and rotor radius Then, the corresponding experience coefficient for that aircraft model is retrieved directly from the equipment database. Then, the initial cross-sectional wind speed of the downwash airflow is calculated. The initial cross-sectional wind speed is the average airflow speed directly below the rotor disk, and is used for the subsequent generation of the conical envelope.

[0030] S24. Based on the initial cross-sectional wind speed and the current hovering altitude, a conical wind field envelope with the UAV as the apex and the opening spreading outward is generated downward, and the conical wind field envelope is used as the influence domain of the rotor downwash airflow.

[0031] Specifically, after obtaining the initial cross-sectional wind speed, a conical envelope is generated using the geometric center of the UAV (e.g., the center point of the rotor disk plane) as the apex of the cone, the vertically downward direction as the axial direction of the cone, and the current hovering height as the axial length of the cone. The base radius of this conical envelope is determined by both the initial cross-sectional wind speed and the current hovering height. It can be understood that the larger the initial cross-sectional wind speed, the more significant the radial diffusion of the downwash airflow during its downward propagation, resulting in a larger cone angle and a larger corresponding base radius; conversely, the smaller the initial cross-sectional wind speed, the narrower the cone angle and the smaller the base radius. The mapping relationship between the cone angle and the initial cross-sectional wind speed can be obtained through fluid dynamics calculations or pre-experimental calibration and stored in the parameter configuration table of the vehicle terminal for real-time querying.

[0032] Once the cone angle and axial length are determined, the geometry of the conical wind field envelope is uniquely defined. This conical wind field envelope is used as the influence domain of the rotor downwash airflow, which characterizes the main range of influence of the downwash airflow generated by the UAV rotor in the space below. Within the space covered by this envelope, the velocity of the downwash airflow is sufficient to significantly deflect or disperse the atomized section of the ground jet; however, outside the envelope, the airflow velocity has decayed to a level insufficient to cause substantial interference, and therefore is not considered in subsequent interference determinations.

[0033] It is understandable that the aforementioned three-dimensional model of the water jet parabolic surface and the influence domain of the rotor downwash airflow both use real-time dynamic parameters of the ground-based unmanned equipment and the aerial drone during the accompanying operation as input. Therefore, the two constructed three-dimensional models have time-varying characteristics. When the water jet parameters (such as nozzle elevation angle and jet velocity) or the drone's flight attitude (such as rotor speed and hovering altitude) change, the vehicle-mounted command terminal executes step S2 cyclically according to the system's preset refresh cycle to synchronously update the two three-dimensional models, thereby ensuring that the identification of the dynamic physical interference exclusion zone in subsequent steps is always based on the current operational situation.

[0034] S3, Spatial mapping comparison is performed between the three-dimensional model of the water jet parabolic surface and the influence domain of the rotor downwash airflow, and the spatial intersection and overlap area of ​​the two obtained by comparison is determined as the dynamic physical interference and repulsion zone between the ground unmanned equipment and the airborne drone. In this embodiment, since the ground-based unmanned equipment and the aerial drone are located in different spatial positions, and their coordinate system origins may not coincide (for example, there may be installation offsets or coordinate reference differences between the positioning systems of the ground equipment and the drone), it is not possible to directly compare the two 3D models in space. Therefore, this step first performs a spatial mapping comparison on the two 3D models to unify them under the same spatial coordinate system.

[0035] In practice, the vehicle-mounted command terminal pre-establishes a fixed spatial reference benchmark on the vehicle body. This benchmark uses the center of the ground-based unmanned equipment as the origin, with the front of the vehicle as the positive X-axis, the left side as the positive Y-axis, and the vertically upward direction as the positive Z-axis, constructing a spatial rectangular coordinate system as the common reference system for the entire collaborative scheduling system. The 3D model of the ground-based unmanned equipment's water jet parabolic surface is already generated based on this coordinate system, so no coordinate transformation is required. For aerial drones, the vehicle-mounted command terminal obtains the drone's 3D position coordinates and attitude angles (yaw, pitch, roll) in real time in a global coordinate system (such as GPS / BeiDou geographic coordinate system or UWB indoor positioning coordinate system) via the drone data link. Based on this, and combining the pre-calibrated spatial offset between the ground-based unmanned equipment's positioning antenna and the vehicle's center, as well as the spatial offset between the drone's positioning antenna and the drone's geometric center, the drone's current position and attitude are transformed from the global coordinate system to the aforementioned common reference system with the vehicle's center as the origin. After the coordinate transformation is completed, the influence domain of the rotor downwash airflow (whose vertex is located at the geometric center of the UAV) is accurately mapped to the corresponding position in the common reference frame, and its spatial orientation is also adjusted accordingly based on the real-time attitude angle of the UAV.

[0036] After spatial mapping, the two 3D models are spatially aligned under a unified common reference frame. Further, the vehicle-mounted command terminal performs a spatial intersection comparison between the waterjet parabolic 3D model and the rotor downwash airflow influence domain under this common reference frame. Specifically, the two 3D models are discretized into 3D voxel meshes, that is, the space occupied by the model is filled with a series of small cubes (voxels) of the same size. Each voxel has a binary state value (occupied by the model or not occupied by the model). After voxelization, each voxel is checked to see if it is occupied by both models simultaneously: if a voxel is occupied in both the waterjet parabolic 3D model and the rotor downwash airflow influence domain, then the voxel belongs to the intersection of the two models. After traversing all voxels, the set of all voxels simultaneously occupied by both models constitutes the spatial intersection overlap region. Understandably, the accuracy of this intersection operation depends on the granularity of the voxel division. The finer the granularity, the higher the accuracy, but the computational load also increases. In practical applications, an appropriate voxel size can be selected based on the computing power and real-time requirements of the vehicle terminal.

[0037] After obtaining the spatial intersection and overlap region, the geometric boundary of this region is extracted to form a closed 3D surface. This boundary extraction can be achieved through edge detection algorithms or isosurface extraction algorithms (such as the Marching Cubes algorithm), and the final output is a closed triangular mesh or a 3D outer surface contour point cloud. The spatial region enclosed by this closed surface is determined as the dynamic physical interference repulsion region.

[0038] Within this spatial region, the downwash airflow generated by the UAV rotor directly overlaps with the atomization section of the ground-based water jet. When any part of the UAV enters this region, the downwash airflow will cut vertically into the middle and rear atomization area of ​​the ground-based water jet trajectory like a wind wall, applying additional lateral aerodynamic force to the already depleted and fragmented extinguishing agent particles. This causes the extinguishing agent to be severely dispersed or entrained in turbulence, failing to accurately cover the target fire source and significantly reducing extinguishing efficiency. Simultaneously, if the high-pressure initial phase of the ground-based water jet (the continuous liquid column section before the atomization critical point) accidentally strikes a UAV in this region due to dynamic fluctuations in the water jet parameters, the direct impact of the high-speed liquid column may damage the UAV's fuselage, break its rotor, or cause electronic equipment failure, leading to instability or even crashes of the aerial equipment. Therefore, this dynamic physical interference exclusion zone is a spatial no-go zone that must be strictly avoided during collaborative operations between ground and space equipment.

[0039] It should be noted that, since the three-dimensional model of the water jet parabolic surface changes with the water jet parameters (nozzle elevation angle, jet velocity) of the ground equipment, and the influence domain of the rotor downwash airflow changes with the flight attitude (rotor speed, hovering altitude) of the UAV, the dynamic physical interference repulsion zone formed by the intersection of the two also updates dynamically, that is, the spatial position and geometry of the repulsion zone have time-varying characteristics.

[0040] S4. If it is detected that the preset accompanying route of the UAV overlaps with the dynamic physical interference exclusion zone, the preset accompanying route is biased and replanned based on the boundary constraints of the dynamic physical interference exclusion zone, and the replanned accompanying route is issued as a scheduling command to the UAV and executed.

[0041] In this embodiment, the vehicle-mounted command terminal acquires the preset accompanying flight path of the UAV in real time. The preset accompanying flight path refers to the expected flight path pre-planned by the UAV when performing fire scene reconnaissance, lighting guidance, or firefighting support missions. It can be a global waypoint sequence pre-calculated and uploaded by the ground station based on the fire scene situation before the mission begins, or it can be a guidance flight path set in real time by the on-site operator through a remote control terminal during the operation. This flight path is stored in the vehicle-mounted command terminal in the form of a series of spatial waypoints. Each waypoint contains at least three-dimensional spatial coordinates (X,Y,Z). Adjacent waypoints can be connected by linear interpolation or spline interpolation to form a continuous spatial curve to represent the expected position of the UAV at any given time.

[0042] After obtaining the preset accompanying flight path, the vehicle-mounted command terminal performs spatial collision detection on the flight path and the dynamic physical interference exclusion zone. Specifically, it performs an intersection operation between the spatial curve represented by the preset accompanying flight path and the three-dimensional voxels of the dynamic physical interference exclusion zone to determine whether there are any common points. If the detection result is that there are no common points, that is, the flight path is completely outside the exclusion zone, the original flight path is maintained, and the UAV continues to fly along the preset flight path while continuing to monitor cyclically; if the detection result is that there are common points, that is, some sections of the flight path pass through the closed space enclosed by the exclusion zone, the flight path replanning process is triggered.

[0043] Understandably, the goal of bias replanning is to ensure that the replanned flight path completely avoids the dynamic physical interference exclusion zone while preventing the UAV from accidentally entering the high-temperature and toxic smoke plume of the fire during the avoidance process, thereby ensuring the safety of the accompanying operations. To this end, this embodiment adopts a replanning strategy based on the joint constraints of the exclusion zone boundary and the dynamic boundary of the hot smoke plume, specifically including the following steps: As an example, bias replanning of the preset accompanying flight path based on the boundary constraints of the dynamic physical interference exclusion zone includes: S41, extract the three-dimensional outer surface contour point cloud of the dynamic physical interference rejection zone, calculate the entry point and exit point of the preset accompanying route passing through the three-dimensional outer surface contour point cloud; determine the leeward side of the dynamic physical interference rejection zone according to the real-time environmental crosswind vector, and generate a spatial avoidance tangent on the leeward side with the entry point and the exit point as the reference. In practice, a three-dimensional outer surface contour point cloud is extracted from the dynamic physical interference repulsion zone. This three-dimensional outer surface contour point cloud is a collection of numerous three-dimensional points located on the outer surface of the repulsion zone, representing its geometric boundary. This point cloud can be extracted from voxel data using surface tracing algorithms, such as generating isosurfaces using the MarchingCubes algorithm and then sampling the surface points. After obtaining the outer surface contour point cloud, the vehicle-mounted command terminal performs an intersection calculation with the point cloud using the spatial curve represented by a preset accompanying flight path, i.e., detecting which points on the flight path fall precisely on the outer surface boundary of the repulsion zone. In the intersection results, the intersection point where the flight path first crosses the outer surface from outside the repulsion zone into the interior is recorded as the entry point; the intersection point where the flight path last crosses the outer surface from inside the repulsion zone back to the outside is recorded as the exit point. If the flight path overlaps with the repulsion zone, the entry and exit points must exist and are unique; the segment between them is the interference segment that needs to be replaced.

[0044] After determining the entry and exit points, the vehicle-mounted command terminal obtains the real-time crosswind vector of the current operational environment via an airborne anemometer or a ground weather station. This vector represents the direction of the ambient wind in the horizontal plane. Based on this crosswind vector, the leeward side of the dynamic physical interference repulsion zone is determined, i.e., the downstream side of the repulsion zone in the crosswind direction. It should be noted that when avoiding this side, the UAV will be positioned upwind of the fire source when circumventing the repulsion zone, thus avoiding direct exposure to heat radiation due to proximity to the fire source.

[0045] However, relying solely on the leeward side for avoidance still carries risks. The high-temperature smoke plume generated by the fire will also drift leeward under the influence of crosswinds. If the drone simply moves mechanically leeward, it may enter the smoke plume's diffusion path, causing the rotor structure to soften and deform due to the high temperature, optical sensors to be blinded by smoke and dust, or the flight control system to malfunction due to ingesting high-temperature gases. Therefore, when generating a spatial avoidance tangent on the leeward side based on the entry and exit points, the constraints of the hot smoke plume boundary must be further considered, referring to... Figure 2 As shown, the specific process is as follows: As an example, generating a space avoidance tangent on the leeward side based on the entry point and the exit point includes: S411, obtain the target fire source coordinates corresponding to the current operation task, extract the diffusion direction of the fire field hot smoke plume based on the target fire source coordinates and the real-time environmental crosswind vector, and construct the dynamic boundary of the hot smoke plume spreading to the leeward side. In practice, the target fire source coordinates are provided by a vehicle-mounted fire source positioning system. This system may include a binocular thermal imager, which uses stereo vision to locate the flame or high-temperature area in three dimensions and outputs the target fire source's three-dimensional coordinates in a common reference frame. It may also include a laser rangefinder combined with a gimbal angle sensor, which calculates the fire source's location by measuring the distance, azimuth, and elevation angles in the direction of the fire source. After obtaining the target fire source coordinates, the vehicle-mounted command terminal simultaneously acquires the real-time crosswind vector of the current operating environment. This vector can be obtained directly by measuring anemometers mounted on a drone or ground vehicle, or it can be obtained from a field meteorological monitoring station via a network interface.

[0046] Based on the target fire source coordinates and the real-time environmental crosswind vector, the diffusion direction of the hot smoke plume is extracted. The hot smoke plume is a high-temperature gas mixture (containing CO2, CO, water vapor, and incompletely burned carbon particles) produced during combustion. Its temperature is much higher than the surrounding air, and its density is lower. Driven by buoyancy, it rises upwards from the fire source location, while simultaneously shifting downwards (i.e., on the leeward side) under the horizontal influence of the environmental crosswind. Therefore, the overall diffusion direction of the hot smoke plume can be considered as the resultant direction of the vertically upward buoyancy direction and the horizontal crosswind vector, with the resultant vector pointing obliquely upwards on the leeward side.

[0047] In practical applications, due to the complex thermal environment of a fire, the specific diffusion path of the hot smoke plume may be affected by factors such as fire source power, type of combustible material, and atmospheric stability. Therefore, this embodiment further acquires real-time temperature field data of the fire area using a thermal imaging sensor. The thermal imaging sensor outputs a two-dimensional temperature distribution image of the fire area at a fixed frequency, with the temperature value of each pixel reflecting the ambient temperature along that field of view. The vehicle-mounted command terminal processes the thermal imaging image in real time. Set a temperature threshold (e.g., ambient temperature plus a preset temperature difference threshold), and identify continuous areas with temperatures higher than the threshold as hot smoke plume regions; then combine the crosswind vector to track the morphological changes and displacement trends of this region in multiple consecutive frames of images, and determine the actual boundary location of the hot smoke plume spreading from the fire source to the leeward side.

[0048] The above method constructs a dynamic boundary for the hot plume of smoke spreading towards the leeward side. It should be understood that this boundary is a dynamic three-dimensional surface that changes over time, and its geometry reflects the spatial extent occupied by the high-temperature plume at the current moment.

[0049] S412, extract the gap region where there is no spatial overlap between the leeward side and the dynamic boundary of the hot smoke plume to generate a thermal flow coupling safety corridor, and perform spatial interpolation within the thermal flow coupling safety corridor with the entry point and the exit point as references to generate a three-dimensional smooth curve as the spatial avoidance tangent.

[0050] In practice, after determining the leeward side space of the exclusion zone (i.e., the space range located outside the boundary of the exclusion zone and downstream relative to the crosswind direction) and the dynamic boundary of the hot smoke plume, the vehicle-mounted command terminal performs a three-dimensional overlay analysis of these two spatial ranges in a common reference frame.

[0051] Specifically, the leeward spatial region and the dynamic boundary of the hot plume are discretized into three-dimensional voxel sets. The difference between these two sets is then calculated, representing the set of voxels belonging to the leeward spatial region but not covered by the dynamic boundary of the hot plume. This difference region physically represents a safe space that simultaneously satisfies the following two conditions: it is located on the leeward side of the dynamic physical interference repulsion zone, thus unaffected by the interference between the downwash and the water jet trajectory; and it is located outside the dynamic boundary of the hot plume, thus unaffected by the high-temperature toxic fumes. This difference region is thus generated as a thermal-fluid coupling safety corridor. This safety corridor is a naturally occurring narrow gap between the repulsion zone and the plume, representing the only spatial passage through which UAVs can safely traverse while avoiding dual physical threats.

[0052] After determining the spatial extent of the thermal-fluid coupling safety corridor, the vehicle-mounted command terminal plans a continuous path connecting the two ends within the three-dimensional voxel space of the safety corridor, using the entry and exit points as the two endpoints. The constraints for path planning include: every point on the path must be located within the voxel set of the safety corridor, simultaneously satisfying both leeward constraint and smoke plume avoidance constraint; the path curvature must not exceed the maximum turning rate allowed by the UAV's flight performance (determined by the UAV's maximum roll angle); and the path's pitch angle variation rate must not exceed the maximum climb / dive angle variation rate allowed by the UAV's flight control system.

[0053] Under the premise of satisfying the above constraints, a continuous and smooth curve extending from the entry point to the exit point is generated using a three-dimensional spatial interpolation method. Possible interpolation methods include, but are not limited to, cubic B-spline interpolation and Bézier curve interpolation. These methods can generate a spatial curve with continuous curvature from a sequence of control points, and the entire curve lies within the convex hull formed by the control points. By appropriately setting the positions of the control points (ensuring they all fall within the voxels of the safety corridor), it can be guaranteed that the entire generated curve lies entirely within the safety corridor. This curve is the spatial avoidance tangent.

[0054] S42, replace the segment of the preset accompanying route located between the entry point and the exit point with the spatial avoidance tangent line to complete the bias replanning of the preset accompanying route.

[0055] Specifically, after generating the spatial avoidance tangent, the vehicle-mounted command terminal keeps all segments before the entry point and all segments after the exit point of the preset accompanying route unchanged, and only removes the intermediate segment between the entry point and the exit point of the preset accompanying route, and uses the generated spatial avoidance tangent as the replacement segment.

[0056] The replaced complete flight path consists of three interconnected spatial curves: the first segment is the original flight path before the entry point, the second segment is the newly generated spatial avoidance tangent, and the third segment is the original flight path after the exit point. These three curves satisfy positional continuity (i.e., the endpoint coordinates completely coincide) at the entry and exit points. Furthermore, depending on the interpolation method used (such as cubic B-splines), tangential continuity and even curvature continuity can be further satisfied, ensuring that the UAV can complete the avoidance operation with a smooth flight trajectory without sharp turns or hovering during segment switching. After the above replacement operation, the bias replanning of the preset accompanying flight path is completed.

[0057] The redesigned accompanying flight path is located entirely outside the dynamic physical interference exclusion zone and also completely outside the dynamic boundary of the hot smoke plume. It travels within the thermal flow coupling safety corridor, which avoids interference from the rotor downwash airflow on the ground water jet trajectory and avoids damage to the UAV body and sensors from the high-temperature toxic smoke plume. This ensures that the extinguishing agent effectively covers the fire source while ensuring the safe accompanying operation of the UAV in complex fire scene environments.

[0058] After completing the route replanning, the vehicle-mounted command terminal encodes the replanned accompanying route into a dispatch command, which is then sent to the flight controller of the UAV via the UAV data link. The dispatch command includes at least the new waypoint sequence (the three-dimensional coordinates and expected speed of each waypoint) and the route execution timestamp. Upon receiving the dispatch command, the UAV flight controller adjusts its flight trajectory according to the new route, traversing the danger zone along the thermal-fluid coupling safety corridor.

[0059] Meanwhile, the vehicle-mounted command terminal continues to execute steps S1 to S4 in a preset refresh cycle, continuously monitoring changes in ground water jet parameters, UAV flight attitude and environmental crosswind direction, dynamically updating the three-dimensional model of the water jet parabolic surface, the influence domain of the rotor downwash airflow and the dynamic physical interference repulsion zone, and adjusting the flight path in real time according to the updated repulsion zone and the boundary of the hot smoke plume, thereby achieving closed-loop adaptive scheduling of the space-ground collaborative operation situation.

[0060] Reference Figure 3As shown, a ground-to-ground integrated emergency fire truck includes an onboard command terminal 100 mounted on the vehicle body, and ground unmanned equipment 200 and aerial unmanned aerial vehicle 300 that are communicatively connected to the onboard command terminal. The onboard command terminal 100 includes: The parameter acquisition module 101 is used to acquire the current water jetting parameters of the ground unmanned equipment and simultaneously acquire the current flight attitude parameters of the aerial UAV that is cooperating in the mission. The model building and extraction module 102 is used to build a corresponding three-dimensional model of the water jet parabola based on the current water jet parameters, and extract the influence domain of the rotor downwash airflow projected downward by the UAV in combination with the current flight attitude parameters. The interference exclusion zone generation module 103 is used to perform spatial mapping comparison between the three-dimensional model of the water jet parabolic surface and the influence domain of the rotor downwash airflow, and to determine the spatial intersection and overlap area of ​​the two obtained by comparison as the dynamic physical interference exclusion zone between the ground unmanned equipment and the airborne drone. The replanning and scheduling module 104 is used to perform bias replanning of the preset accompanying route based on the boundary constraints of the dynamic physical interference exclusion zone if it is detected that the preset accompanying route of the UAV overlaps with the dynamic physical interference exclusion zone, and then issue the replanned accompanying route as a scheduling command to the UAV and execute it.

[0061] As an example, the model building and extraction module 102 is specifically used for: The nozzle elevation angle, jet velocity, and extinguishing medium type of the ground-based unmanned equipment are extracted from the current water jet parameters. An initial parabolic trajectory is constructed based on the nozzle elevation angle and jet velocity. The kinetic energy attenuation along the initial parabolic trajectory is calculated based on the air resistance attenuation coefficient, and the position where the kinetic energy attenuation reaches a preset abrupt change threshold is marked as the atomization critical point. The air resistance attenuation coefficient is obtained based on the matching of the extinguishing medium type. The trajectory segment located after the atomization critical point in the initial parabolic trajectory is subjected to volume expansion along the three-dimensional radial direction to generate the three-dimensional model of the water jet parabolic surface.

[0062] As an example, the model building and extraction module 102 is further used for: Extract the real-time rotor speed, rotor physical dimensions, and current hovering altitude of the UAV from the current flight attitude parameters, and calculate the initial cross-sectional wind speed of the downwash airflow based on the real-time rotor speed and rotor physical dimensions; Based on the initial cross-sectional wind speed and the current hovering altitude, a conical wind field envelope is generated downwards with the UAV as the apex and the opening spreading outwards, and the conical wind field envelope is used as the influence domain of the rotor downwash airflow.

[0063] As an example, the replanning and scheduling module 104 is specifically used for: Extract the three-dimensional outer surface contour point cloud of the dynamic physical interference repulsion zone, calculate the entry point and exit point of the preset accompanying flight path through the three-dimensional outer surface contour point cloud; determine the leeward side of the dynamic physical interference repulsion zone according to the real-time environmental crosswind vector, and generate a spatial avoidance tangent on the leeward side with the entry point and the exit point as the reference. The segment of the preset accompanying route located between the entry point and the exit point is translated and replaced with the spatial avoidance tangent to complete the offset replanning of the preset accompanying route.

[0064] As an example, the replanning and scheduling module 104 is further used for: Obtain the target fire source coordinates corresponding to the current task, extract the diffusion direction of the fire field hot smoke plume based on the target fire source coordinates and the real-time environmental crosswind vector, and construct a dynamic boundary of the hot smoke plume spreading to the leeward side. Extract the gap region where there is no spatial overlap between the leeward side and the dynamic boundary of the hot smoke plume to generate a thermal flow coupling safety corridor, and perform spatial interpolation within the thermal flow coupling safety corridor with the entry point and the exit point as references to generate a three-dimensional smooth curve as the spatial avoidance tangent.

[0065] It should be noted that the specific working principles and processes of each module in the device have been fully and thoroughly described in the foregoing method embodiments. The device part and the method part are consistent in technical principles and the beneficial effects obtained. Therefore, this embodiment will not elaborate on the specific working process of the device module. The detailed implementation method can be referred to the corresponding description of each step in the method embodiments.

[0066] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for the integration and coordinated dispatch of multiple equipment in a ground-to-ground integrated emergency fire truck, characterized in that, include: Acquire the current water-spraying parameters of the ground-based unmanned equipment, and simultaneously acquire the current flight attitude parameters of the aerial drones that are cooperating in the mission; Based on the current water jet parameters, a corresponding three-dimensional model of the water jet parabolic surface is constructed, and the influence domain of the rotor downwash airflow projected downward by the UAV is extracted in combination with the current flight attitude parameters. The three-dimensional model of the water jet parabolic surface is spatially mapped and compared with the influence domain of the rotor downwash airflow. The spatial intersection and overlap area of ​​the two obtained by the comparison is determined as the dynamic physical interference and repulsion zone between the ground unmanned equipment and the airborne drone. If it is detected that the preset accompanying flight path of the UAV overlaps with the dynamic physical interference exclusion zone, the preset accompanying flight path is biased and replanned based on the boundary constraints of the dynamic physical interference exclusion zone, and the replanned accompanying flight path is issued as a scheduling command to the UAV and executed.

2. The method for multi-equipment integration and coordinated dispatch of the integrated air-ground emergency fire truck according to claim 1, characterized in that, Based on the current water jetting parameters, a corresponding three-dimensional model of the water jetting parabolic surface is constructed, including: The nozzle elevation angle, jet velocity, and extinguishing medium type of the ground-based unmanned equipment are extracted from the current water jet parameters. An initial parabolic trajectory is constructed based on the nozzle elevation angle and jet velocity. The kinetic energy attenuation along the initial parabolic trajectory is calculated based on the air resistance attenuation coefficient, and the position where the kinetic energy attenuation reaches a preset abrupt change threshold is marked as the atomization critical point. The air resistance attenuation coefficient is obtained based on the matching of the extinguishing medium type. The trajectory segment located after the atomization critical point in the initial parabolic trajectory is subjected to volume expansion along the three-dimensional radial direction to generate the three-dimensional model of the water jet parabolic surface.

3. The method for multi-equipment integration and coordinated dispatch of the integrated air-ground emergency fire truck according to claim 1, characterized in that, Based on the current flight attitude parameters, the influence domain of the rotor downwash airflow projected downwards by the UAV is extracted, including: Extract the real-time rotor speed, rotor physical dimensions, and current hovering altitude of the UAV from the current flight attitude parameters, and calculate the initial cross-sectional wind speed of the downwash airflow based on the real-time rotor speed and rotor physical dimensions; Based on the initial cross-sectional wind speed and the current hovering altitude, a conical wind field envelope is generated downwards with the UAV as the apex and the opening spreading outwards, and the conical wind field envelope is used as the influence domain of the rotor downwash airflow.

4. The method for multi-equipment integration and coordinated dispatch of the integrated air-ground emergency fire truck according to claim 1, characterized in that, Based on the boundary constraints of the dynamic physical interference exclusion zone, bias replanning is performed on the preset accompanying flight path, including: Extract the three-dimensional outer surface contour point cloud of the dynamic physical interference repulsion zone, calculate the entry point and exit point of the preset accompanying flight path through the three-dimensional outer surface contour point cloud; determine the leeward side of the dynamic physical interference repulsion zone according to the real-time environmental crosswind vector, and generate a spatial avoidance tangent on the leeward side with the entry point and the exit point as the reference. The segment of the preset accompanying route located between the entry point and the exit point is translated and replaced with the spatial avoidance tangent to complete the offset replanning of the preset accompanying route.

5. The method for multi-equipment integration and coordinated dispatch of the integrated air-ground emergency fire truck according to claim 4, characterized in that, Based on the entry point and the exit point, a spatial avoidance tangent is generated on the leeward side, including: Obtain the target fire source coordinates corresponding to the current task, extract the diffusion direction of the fire field hot smoke plume based on the target fire source coordinates and the real-time environmental crosswind vector, and construct a dynamic boundary of the hot smoke plume spreading to the leeward side. Extract the gap region where there is no spatial overlap between the leeward side and the dynamic boundary of the hot smoke plume to generate a thermal flow coupling safety corridor, and perform spatial interpolation within the thermal flow coupling safety corridor with the entry point and the exit point as references to generate a three-dimensional smooth curve as the spatial avoidance tangent.

6. A ground-to-ground integrated emergency fire truck, characterized in that, This includes a vehicle-mounted command terminal mounted on the vehicle body, and ground-based unmanned equipment and aerial drones that are communicatively connected to the vehicle-mounted command terminal. The vehicle-mounted command terminal includes: The parameter acquisition module is used to acquire the current water jetting parameters of the ground unmanned equipment and simultaneously acquire the current flight attitude parameters of the aerial UAVs that are cooperating in the mission. The model building and extraction module is used to build a corresponding three-dimensional model of the water jet parabola based on the current water jet parameters, and to extract the influence domain of the rotor downwash airflow projected downward by the UAV in combination with the current flight attitude parameters. The interference exclusion zone generation module is used to spatially map and compare the three-dimensional model of the water jet parabolic surface with the influence domain of the rotor downwash airflow, and determine the spatial intersection and overlap area of ​​the two obtained by comparison as the dynamic physical interference exclusion zone between the ground unmanned equipment and the airborne drone. The replanning and scheduling module is used to perform bias replanning of the preset accompanying route based on the boundary constraints of the dynamic physical interference exclusion zone if it is detected that the preset accompanying route of the UAV overlaps with the dynamic physical interference exclusion zone, and then issue the replanned accompanying route as a scheduling command to the UAV for execution.

7. The integrated ground and air emergency fire truck according to claim 6, characterized in that, The model construction and extraction module is specifically used for: The nozzle elevation angle, jet velocity, and extinguishing medium type of the ground-based unmanned equipment are extracted from the current water jet parameters. An initial parabolic trajectory is constructed based on the nozzle elevation angle and jet velocity. The kinetic energy attenuation along the initial parabolic trajectory is calculated based on the air resistance attenuation coefficient, and the position where the kinetic energy attenuation reaches a preset abrupt change threshold is marked as the atomization critical point. The air resistance attenuation coefficient is obtained based on the matching of the extinguishing medium type. The trajectory segment located after the atomization critical point in the initial parabolic trajectory is subjected to volume expansion along the three-dimensional radial direction to generate the three-dimensional model of the water jet parabolic surface.

8. The integrated ground and air emergency fire truck according to claim 6, characterized in that, The model construction and extraction module is specifically used for: Extract the real-time rotor speed, rotor physical dimensions, and current hovering altitude of the UAV from the current flight attitude parameters, and calculate the initial cross-sectional wind speed of the downwash airflow based on the real-time rotor speed and rotor physical dimensions; Based on the initial cross-sectional wind speed and the current hovering altitude, a conical wind field envelope is generated downwards with the UAV as the apex and the opening spreading outwards, and the conical wind field envelope is used as the influence domain of the rotor downwash airflow.

9. A ground-to-ground integrated emergency fire truck according to claim 6, characterized in that, The replanning and scheduling module is specifically used for: Extract the three-dimensional outer surface contour point cloud of the dynamic physical interference repulsion zone, calculate the entry point and exit point of the preset accompanying flight path through the three-dimensional outer surface contour point cloud; determine the leeward side of the dynamic physical interference repulsion zone according to the real-time environmental crosswind vector, and generate a spatial avoidance tangent on the leeward side with the entry point and the exit point as the reference. The segment of the preset accompanying route located between the entry point and the exit point is translated and replaced with the spatial avoidance tangent to complete the offset replanning of the preset accompanying route.

10. A ground-to-ground integrated emergency fire truck according to claim 9, characterized in that, The replanning and scheduling module is further used for: Obtain the target fire source coordinates corresponding to the current task, extract the diffusion direction of the fire field hot smoke plume based on the target fire source coordinates and the real-time environmental crosswind vector, and construct a dynamic boundary of the hot smoke plume spreading to the leeward side. Extract the gap region where there is no spatial overlap between the leeward side and the dynamic boundary of the hot smoke plume to generate a thermal flow coupling safety corridor, and perform spatial interpolation within the thermal flow coupling safety corridor with the entry point and the exit point as references to generate a three-dimensional smooth curve as the spatial avoidance tangent.

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