Low-altitude multi-aircraft task handover rescheduling method and system and storage medium

Abstract

The application discloses a low-altitude multi-aircraft task handover rescheduling method and system and a storage medium. The method comprises the following steps: after an aircraft exits a task, recording the exiting position, the task direction and a remaining task list, and screening candidate aircrafts; obtaining overlapping demand parameters according to a task type, calculating a single-frame coverage length, an overlapping length and a back-off distance in combination with flight parameters of the exiting aircraft, and determining a back-off starting position according to the single-frame coverage length, the overlapping length and the back-off distance; respectively calculating the energy consumption of each candidate aircraft in a transition, the energy consumption of each candidate aircraft in a back-off section and the energy consumption of each candidate aircraft in a remaining task, obtaining total replacement overhead, and selecting an aircraft with the minimum total replacement overhead and meeting the requirement of the remaining power to perform a replacement task. The application can take into account the continuity of collected data and the energy consumption constraint of the aircraft, and improve the rationality of task handover scheduling and the efficiency of multi-aircraft cooperative operation.

Description

Technical Field

[0001] This application relates to the field of low-altitude aircraft mission scheduling technology, specifically to a low-altitude multi-aircraft mission handover and rescheduling method, system, and storage medium. Background Technology

[0002] With the widespread application of low-altitude aircraft in aerial surveying, corridor inspection, and agricultural plant protection, the collaborative execution of zoned tasks by multiple aircraft has become an important way to improve operational efficiency. In actual operations, aircraft may prematurely exit due to insufficient remaining power, communication abnormalities, payload malfunctions, or abnormal flight conditions. The unfinished tasks usually need to be taken over by other operational aircraft. Existing task rescheduling methods mostly select a replacement aircraft based on the distance between the candidate aircraft and the exit location, remaining power, or current task load, and the replacement aircraft continues operations from near the exit location.

[0003] However, for tasks such as aerial surveying and image inspection that require continuous data acquisition, if the replacement aircraft starts acquiring data directly from its exit position, it is easy for the last valid acquisition position of the exiting aircraft to be inconsistent with the actual exit position, resulting in missing or insufficiently overlapping data. Some solutions use a fixed-distance backtracking, but fail to determine the backtracking range based on flight altitude, payload coverage, operational overlap requirements, the direction of the replacement's entry, and terrain undulations, which may lead to excessive duplicate acquisition or insufficient data continuity. In addition, existing scheduling methods usually focus on the transfer distance of the replacement aircraft, without comprehensively considering the energy consumption required for backtracking acquisition, the remaining task execution, and the impact of the replacement behavior on the original task's deadline, making it difficult to balance data continuity, aircraft endurance, and overall multi-task execution efficiency. Summary of the Invention

[0004] This application provides a method, system, and storage medium for low-altitude multi-vehicle mission handover and rescheduling, in order to at least solve some of the technical problems existing in the related technologies described above.

[0005] According to a first aspect of the embodiments of this application, a low-altitude multi-vehicle mission handover and rescheduling method is provided, comprising: In response to an aircraft exiting an operation, the exit position, operation direction, and remaining task list of the exiting aircraft are recorded, and candidate aircraft are selected from those in normal operation status. The overlap requirement parameters are obtained according to the task type. The overlap requirement parameters represent the degree to which two adjacent data collection segments must overlap along the flight direction. The single-frame coverage length along the flight direction is calculated based on the flight parameters of the exiting aircraft. The overlap length is calculated based on the overlap requirement parameters and the single-frame coverage length. The back-off distance is obtained based on the overlap length and the offset distance from the last effective acquisition position of the exiting aircraft to the exit position. The retraction start position is determined based on the retraction distance and the exit position; for each candidate aircraft, the energy consumption for the transition from the current position to the retraction start position, the energy consumption for the retraction segment for collecting data along the retraction distance, and the energy consumption for completing the remaining task list are calculated respectively, and the sum of the three energy consumptions is taken as the total replacement cost of the candidate aircraft. The aircraft with the lowest total replacement cost and sufficient remaining power is selected from the candidate aircraft as the replacement aircraft.

[0006] As an optional approach, the calculation of the back-off distance further includes: obtaining the angle between the entry direction of each candidate aircraft and the operating direction of the exit aircraft; when the angle is not zero, increasing the overlap length according to the angle, and adding the increased overlap length to the offset distance to obtain the corrected back-off distance for the candidate aircraft; different candidate aircraft have different corrected back-off distances due to their different entry directions.

[0007] As an optional approach, a directional deviation threshold is set; when the included angle exceeds the directional deviation threshold, the candidate aircraft adjusts its heading to be consistent with the operating direction of the exiting aircraft after reaching the reversal starting position before starting data collection, and the additional flight energy consumption generated during the heading adjustment process is added to the transfer energy consumption.

[0008] As an optional approach, the method further includes: querying the standard deviation of terrain elevation in the vicinity of the exit position based on prior digital elevation model data; calculating a terrain correction coefficient based on the standard deviation of terrain elevation and the flight altitude of the exiting aircraft; increasing and correcting the overlap requirement parameter using the terrain correction coefficient; and recalculating the overlap length and the retreat distance using the corrected overlap requirement parameter.

[0009] As an optional approach, the terrain correction coefficient is calculated based on the ratio of the terrain elevation standard deviation to the flight altitude and a pre-calibrated terrain sensitivity coefficient. The terrain sensitivity coefficient is determined by conducting operational calibration tests under different terrain undulation conditions and using data splicing quality indicators as evaluation criteria. The corrected overlap requirement parameter does not exceed the preset upper limit of the overlap rate.

[0010] As an optional approach, the selection of the replacement aircraft further includes: obtaining the current task queue of each candidate aircraft and the deadline of each task; calculating the expected completion time of each task in the task queue of the candidate aircraft after it is selected to perform the replacement task; calculating the overdue time for tasks whose expected completion time exceeds the deadline, multiplying the overdue time by a delay penalty coefficient and adding it to the total replacement cost to obtain the total cost including the delay penalty; and using the total cost including the delay penalty to replace the total replacement cost for the selection of the replacement aircraft.

[0011] As an alternative, when there are tasks in the queue of tasks to be executed by the replacement aircraft whose expected completion time exceeds the deadline, the overdue task is transferred to another aircraft that meets the conditions for execution.

[0012] As an optional approach, the transition energy consumption is calculated based on the aircraft's cruise flight power and the flight distance from the candidate aircraft's current position to the reversal starting position; the reversal segment energy consumption is calculated based on the aircraft's operational flight power and the reversal distance, wherein the operational flight power includes the power consumption of the payload equipment; and the remaining task energy consumption is calculated based on the operational flight power and the total length of the flight path corresponding to the remaining task list.

[0013] According to a second aspect of the embodiments of this application, a low-altitude multi-vehicle mission handover and rescheduling system is also provided, comprising: The exit response and candidate filtering module is used to respond to an aircraft exiting an operation, record the exit position, operation direction and remaining task list of the exiting aircraft, and filter candidate aircraft from aircraft in normal operation status. The overlap requirement parameter acquisition module is used to acquire overlap requirement parameters according to the operation type. The overlap requirement parameters represent the degree to which two adjacent data acquisition segments must overlap along the flight direction. The back-off distance calculation module is used to calculate the single-frame coverage length along the flight direction based on the flight parameters of the exiting aircraft, calculate the overlap length based on the overlap requirement parameters and the single-frame coverage length, and obtain the back-off distance based on the overlap length and the offset distance from the last effective acquisition position of the exiting aircraft to the exit position. The replacement cost calculation module is used to determine the retraction start position based on the retraction distance and the exit position; for each candidate aircraft, the module calculates the transfer energy consumption from the current position to the retraction start position, the retraction segment energy consumption for collecting data along the retraction distance, and the remaining task energy consumption for completing the remaining task list, and the sum of the three energy consumptions is used as the total replacement cost of the candidate aircraft. The replacement aircraft selection module is used to select the aircraft with the lowest total replacement cost and sufficient remaining power from the candidate aircraft as the replacement aircraft.

[0014] According to a third aspect of the embodiments of this application, a computer-readable storage medium is provided, which, when an executable computer program in the storage medium is executed by a processor, enables the implementation of the method described in the first aspect.

[0015] This application determines the backtracking distance after an aircraft exits its operation based on the overlap requirement parameters corresponding to the operation type, the single-frame coverage length of the exiting aircraft, and the offset distance between the effective acquisition position of the last frame and the exit position. This allows the replacement aircraft to restart its operation from a position that meets the data connection requirements, avoiding the problems of missing data or excessively large repeated acquisition ranges caused by using a fixed backtracking distance. To address the impact of different entry directions of candidate aircraft and terrain undulations near the exit position on the actual coverage area, this invention adaptively modifies the overlap length and backtracking distance, thereby improving the continuity and effective overlap of data from previous and subsequent operations. During the selection of the replacement aircraft, the energy consumption of the transfer phase, the energy consumption of the backtracking segment, and the energy consumption of the remaining mission are included in the replacement overhead, and evaluated in conjunction with the expected overdue status of the candidate aircraft's original mission. This ensures that the replacement result matches the aircraft's remaining battery power, the actual operational cost, and the mission time limit, reducing additional energy consumption and mission delays caused by mission handover, and improving the reliability and overall mission completion efficiency of low-altitude multi-aircraft collaborative operations.

[0016] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Furthermore, no embodiment in this disclosure is required to achieve all the effects described above. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0018] Figure 1 A flowchart of a low-altitude multi-vehicle mission handover and rescheduling method provided in this embodiment of the disclosure.

[0019] Figure 2 This is a schematic diagram of the backoff distance calculation process provided in an embodiment of this disclosure.

[0020] Figure 3 This is a schematic block diagram of a low-altitude multi-vehicle mission handover and rescheduling system provided in an embodiment of the present disclosure.

[0021] Figure 4 This is a schematic block diagram of an electronic device provided in an embodiment of the present disclosure. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0023] The low-altitude multi-aircraft mission handover and rescheduling method provided in this disclosure is applicable to scenarios where multiple aircraft collaborate in low-altitude airspace. The mission types can include aerial surveying, corridor inspection, agricultural plant protection, and other tasks requiring clear spatial continuity of collected data. Multiple aircraft execute missions according to pre-planned flight routes, sharing their current position, flight speed, remaining battery power, mission progress, and payload status via a ground dispatch system or inter-aircraft communication link. During the mission, if an aircraft needs to withdraw due to insufficient battery power or payload equipment failure, its unfinished mission must be handed over to other aircraft for continuation. In scenarios requiring continuous data collection, the succeeding aircraft must retreat a certain distance along the direction of the withdrawing aircraft's mission to restart data collection, ensuring effective overlap between the two data segments that meets operational specifications.

[0024] The implementation process of the method described in this application will be described in detail below with reference to specific embodiments. It should be noted that this embodiment is only used to explain this application and is not intended to limit the scope of protection of this application. Conventional adjustments or substitutions of each step by those skilled in the art without departing from the concept of this application should be included in the scope of protection of this application.

[0025] Please see Figure 1 , Figure 1 This is a flowchart of a low-altitude multi-vehicle mission handover and rescheduling method according to an embodiment of the present invention, as shown below. Figure 1 As shown, the method includes the following steps: In step 101, in response to an aircraft exiting the operation, the exit position, operation direction and remaining task list of the exiting aircraft are recorded, and candidate aircraft are selected from the aircraft in normal operation status.

[0026] When an aircraft exits an operation, the scheduling system records its exit position, operational direction, and remaining task list. Simultaneously, it selects candidate aircraft from those in normal operational status. The scheduling system periodically receives the remaining battery power and payload status codes reported by each aircraft, comparing the remaining battery power with a safe battery power threshold. This threshold is determined by adding a safety margin to the energy consumption of the aircraft returning from its current position to the nearest landing point; for example, it can be configured to be 1.2 to 1.5 times the return energy consumption. If the remaining battery power falls below the safe battery power threshold or an abnormal payload status code is reported, the scheduling system marks the aircraft as exiting the operation. The exit position refers to the coordinates of the aircraft at the time of exit; the operational direction refers to the aircraft's flight orientation along the flight path at the time of exit; and the remaining task list is the set of all uncompleted task segments for the aircraft. The criteria for selecting candidate aircraft include: remaining battery power meeting the minimum energy consumption estimate; payload type compatible with the exiting aircraft's operational type; and not currently in an emergency return state.

[0027] In step 102, overlap requirement parameters are obtained according to the job type. The overlap requirement parameters represent the degree to which two adjacent data collection segments must overlap along the flight direction.

[0028] The scheduling system reads the overlap requirement parameters from the task configuration table based on the current job type. The overlap requirement parameters represent the degree to which two adjacent data acquisition segments must overlap along the flight direction, and are written into the job specifications during the task initialization phase.

[0029] In one embodiment, for example, when the job type is aerial surveying, the overlap requirement parameter is the heading overlap rate. Defined as the ratio of the length of the overlapping area between two adjacent frames of imagery along the flight direction to the length of a single frame, its value is determined by the required number of corresponding points for subsequent image stitching, and can be configured to, for example, 0.60 to 0.80; a lateral overlap rate is also provided. This represents the ratio of the width of the overlapping portion of adjacent flight strips in the vertical flight direction to the coverage width of a single frame, and can be configured to, for example, 0.30 to 0.50. In mission handover scenarios, the successor and the exiting aircraft are in the same flight strip, and the forward overlap rate is mainly used for their sequential connection. This serves as the input parameter for subsequent backtracking distance calculations. The single-frame coverage length is calculated based on the flight altitude of the exiting aircraft and the field of view angle of the onboard camera along the heading. The specific calculation process is described below and will not be repeated here.

[0030] For corridor inspection operations, the overlap requirement manifests as a certain number of co-existing targets at the beginning and end of two adjacent image sequences, which can be converted into an equivalent overlap rate along the corridor direction. In agricultural plant protection operations, the overlap requirement manifests as a certain width of overlapping area at the edges of adjacent spray zones, which can also be converted into an equivalent overlap rate. After conversion, the overlap requirements of different operation types are all reduced to overlap requirement parameters along the flight direction. This parameter will be used consistently in subsequent steps.

[0031] In step 103, the single-frame coverage length along the flight direction is calculated based on the flight parameters of the exiting aircraft, the overlap length is calculated based on the overlap requirement parameters and the single-frame coverage length, and the back-off distance is obtained based on the overlap length and the offset distance from the last effective acquisition position of the exiting aircraft to the exit position.

[0032] Specifically, Figure 2 This is a schematic diagram of the backoff distance calculation process provided in the embodiments of this disclosure, as shown below. Figure 2 As shown, in step 1031, the scheduling system calculates the single-frame coverage length along the flight direction based on the flight parameters of the exiting aircraft.

[0033] Let the flight altitude of the exiting aircraft be... The camera's field of view along the flight path is Single frame coverage length for: in The altitude of the aircraft relative to the ground, in meters; The field of view of the camera along the heading is expressed in radians and is determined by the camera's focal length and sensor size. It is written into the scheduling system during mission initialization. It is a dimensionless quantity. The unit is meters. As an example, when... For 200 meters, At 60 degrees, It is approximately 231 meters.

[0034] In step 1032, based on the overlapping requirement parameters obtained in the preceding steps... The single-frame coverage length calculated in the preceding steps Calculate the overlap length : The ratio is dimensionless. The unit is meters. The unit is meters. The distance between the exposure positions of two adjacent frames is the baseline distance. During aircraft operations, the distance is based on the baseline. The exposures are performed frame by frame at intervals. Based on the previous example, When the value is 0.65, Approximately 150 meters It is approximately 81 meters.

[0035] In step 1033, the exit vehicle is in the exit position. Upon exiting, there is an offset distance between the last valid acquisition position and the exit position. Offset distance This refers to the distance the aircraft has flown from the last successful exposure to the actual triggering of the exit state, measured in meters. It is calculated by the scheduling system based on the difference between the last exposure position record and the exit position record, and satisfies... Based on overlap length With offset distance , obtain the backtracking distance : and All units are meters. The unit is meters. This retreat distance consists of two parts: The minimum overlap length required to meet the overlap requirement parameters; To compensate for the distance between the valid acquisition position and the exit position of the last frame. Continuing with the previous example, when When it is 40 meters, It is 190 meters.

[0036] In some embodiments, the aforementioned retraction distance applies when the replacement aircraft enters along the original operating direction of the exit aircraft. In practice, the replacement aircraft may approach the exit position from different directions. The angle between the entry direction of each candidate aircraft and the operating direction of the exit aircraft is obtained. The range of values ​​is The unit is radians. When the included angle is zero, the candidate aircraft enters along the original operating direction, and the retreat distance does not need to be corrected. When the included angle is not zero, the coverage area of ​​the first frame of the candidate aircraft rotates relative to the coverage area of ​​the last frame of the exiting aircraft, and the effective overlapping projection along the original operating direction is reduced to its original value. To compensate for this reduction, the overlap length is increased based on the included angle. The increased overlap length is then multiplied by the offset distance. Adding them together gives the corrected backoff distance for the candidate aircraft. : The unit is meters. It is a dimensionless quantity. The unit is meters. The unit is meters. Different candidate aircraft have different corrected retreat distances due to their different entry directions. As an example, when At 15 degrees, Approximately 155 meters, plus After 40 meters It is approximately 195 meters, which is about 5 meters more than the base setback distance of 190 meters.

[0037] Set directional deviation threshold When the included angle exceeds the direction deviation threshold, the correction error of the cosine approximation increases. Therefore, after reaching the retraction start position, the candidate aircraft should first adjust its heading to be consistent with the operating direction of the exiting aircraft before starting data collection. Direction deviation threshold. The value of is determined by: when equal hour, The value does not exceed the acceptable amplification limit, for example Configurable to 30 degrees, corresponding to The overlap compensation component amplification does not exceed 15.5%. The additional flight energy consumption generated during the heading adjustment process is added to the turnaround energy consumption of the candidate aircraft. The additional flight distance can be approximated by the angle passed by the aircraft's minimum turning radius. The corresponding arc length is estimated.

[0038] In one embodiment, during aerial surveying operations, changes in terrain elevation cause a shift in the actual ground coverage of adjacent imagery, resulting in a deviation between the nominal overlap requirement parameter and the actual effective overlap. The greater the terrain undulation, the more pronounced the deviation; in an area with a nominal forward overlap rate of 0.60, the actual effective overlap rate may drop below 0.40.

[0039] Based on prior digital elevation model (DEM) data, the scheduling system queries the terrain elevation information of the area near the exit location and calculates the standard deviation of the terrain elevation in that area. The unit is meters. The query area can be configured as a square area centered at the exit position with a side length twice the backtrack distance. Based on the standard deviation of terrain elevation. and the flight altitude of the exiting aircraft Calculate the terrain correction factor : The unit is meters. The unit is meters. It is a dimensionless quantity. For terrain sensitivity coefficient, It is a dimensionless quantity. Topographic sensitivity coefficient. Calibration tests determined that aerial surveys should be conducted in several calibration areas with known terrain features, using image stitching and stereo matching quality indicators as evaluation criteria. The typical value range is 0.5 to 2.0, with larger values ​​used in mountainous areas and smaller values ​​used in hilly or plain areas.

[0040] Specifically, select no fewer than 5 calibration areas with typical terrain features, covering flat land ( <0.05), hilly areas (0.05≤ <0.15) and mountainous areas ( (≥0.15) Three terrain categories, with at least one region selected for each category. The area of ​​each calibrated region should be no less than three times the length of a single flight strip to ensure a sufficient sample size.

[0041] Above each calibration area, aerial survey flights were conducted at the same flight altitude H and camera parameters as the actual operation. The calibration flights performed independent aerial survey tasks with different nominal heading overlap rates (starting from 0.85 and decreasing in increments of 0.02 to 0.30), while keeping other parameters constant for each flight.

[0042] For each flight, image stitching is performed on the image sequence, and a stitching quality score is calculated. ∈[0,1]. Defined as: in, The number of matching points of the same name between adjacent images. The ratio of the two values ​​represents the total number of potential matching point pairs and reflects the sufficiency of features during stitching; RMSE is the root mean square reprojection error of the corresponding points after stitching (unit: pixels). The preset error threshold is set to 1.5 pixels. and These are the weighting coefficients. =0.5, =0.5, which satisfies the condition. + =1. A value ≥0.85 indicates that the splicing quality is acceptable. This threshold corresponds to the visual continuity level of the splicing seam that is acceptable to the human eye.

[0043] For each calibration region, take The minimum nominal overlap rate is taken as the minimum effective overlap rate of the region. ,Right now .

[0044] For the k-th calibration area, calculate the standard deviation of the terrain elevation for that area. and flight altitude ,calculate: in, This represents the minimum effective overlap rate for the region. This represents the relative topographic relief of the region. Calculated for all calibration areas. After removing outliers exceeding the mean ± 2 standard deviations, the arithmetic mean of the remaining values ​​is taken as the final terrain sensitivity coefficient α. Where K is the number of valid calibration areas (after removing outliers). After calibration, the value of α is written into the task configuration file of the scheduling system for use in subsequent terrain correction calculations.

[0045] Among them, the terrain correction coefficient is used Overlapping demand parameters Increase the correction: This is the upper limit of the overlap rate to prevent excessively high overlap rates from being calculated when the terrain is extremely undulating. For example, it can be configured to 0.90. This value ensures that the overlap requirement parameters after terrain correction will not exceed the upper limit of the physically feasible range (the theoretical maximum value of the heading overlap rate is 1.0, but the image acquisition efficiency will decrease significantly when it exceeds 90%). The value can be adjusted by the operator within the range of [0.80, 0.95] according to actual operational needs. After correction, it will be... Alternative Recalculate the overlap length and backoff distance. Based on the previous example, 25 meters For 200 meters, When taking 1.5, Approximately 1.19, for The corresponding overlap length increases from 150 meters to approximately 178 meters, and the retreat distance increases accordingly.

[0046] Optionally, when no available digital elevation model data is available near the exit location, the scheduling system uses a preset conservative terrain correction coefficient instead of the calculated value, for example... Take 1.3.

[0047] In step 104, the reversal starting position is determined based on the reversal distance and the exit position; for each candidate aircraft, the energy consumption for the transition from the current position to the reversal starting position, the energy consumption for the reversal segment for collecting data along the reversal distance, and the energy consumption for completing the remaining task list are calculated respectively, and the sum of the three energy consumptions is taken as the total replacement cost of the candidate aircraft.

[0048] Determine the rollback starting position based on the rollback distance and exit position obtained from the preceding steps. Exit position Along the direction of exiting the aircraft The point where it is located after offsetting and retracing the distance in the opposite direction, i.e. The replacement aircraft will proceed from this position along the direction... By baseline distance Frame-by-frame capture.

[0049] For each candidate aircraft Calculate the three energy consumption items separately. Transfer energy consumption. Energy consumption for the candidate spacecraft to fly from its current position to its return starting position: The cruise power of an aircraft, measured in watts, is determined by the aircraft model parameters. Cruise speed, measured in meters per second; This represents the flight distance from the candidate spacecraft's current position to the retraction start position, in meters. Retraction phase energy consumption. Energy consumption for collecting data from candidate aircraft along the retraction distance: The operating power of an aircraft, including the power consumption of payload equipment, is measured in watts. The operating flight speed is expressed in meters per second. For candidate aircraft The rollback distance after corrections made by the aforementioned steps. Remaining task energy consumption. The energy consumption for completing the routes corresponding to the remaining task list is calculated in the same way as the energy consumption for the backtrack segment, using the total length of the routes corresponding to the remaining task list as the substitute. That's it. All the energy consumption figures above should be converted to watt-hours.

[0050] The sum of the three energy consumptions is the total replacement cost of the candidate aircraft. : When the included angle of the candidate aircraft exceeds the directional deviation threshold, the additional flight energy consumption for heading adjustment has already been added to the transit energy consumption in the aforementioned steps. No separate processing is required here.

[0051] As an example, let For 350 watts, 15 meters per second If it is 1500 meters, then Approximately 9.7 watt-hours; assuming For 400 watts, 8 meters per second If it is 195 meters, then Approximately 2.7 watt-hours; assuming the remaining total length of the flight path is 5000 meters, then... Approximately 69.4 watt-hours; the sum of the three It is approximately 81.8 watt-hours.

[0052] In step 105, the aircraft with the lowest total replacement cost and sufficient remaining power is selected from the candidate aircraft as the replacement aircraft.

[0053] The scheduling system calculates the total replacement cost for each aircraft in the candidate aircraft set. Then, rule out that the remaining power is insufficient to cover the area. Including candidates for return-to-base energy consumption, the aircraft with the lowest total replacement cost and sufficient remaining power is selected as the replacement aircraft from the remaining candidates.

[0054] In some embodiments, the delay impact of the candidate aircraft's original mission is also considered when selecting a replacement aircraft. The scheduling system obtains the current task queue and deadline of each task for each candidate aircraft, and calculates the estimated completion time of each task in its task queue after the candidate aircraft is selected to perform the replacement task. Specifically, the time when the candidate aircraft returns to its original mission route after completing the replacement task is used as the starting point, and the estimated execution time of each task is accumulated sequentially according to the original task queue to obtain the estimated completion time of each task. The estimated execution time is calculated by dividing the mission route length by the operational flight speed.

[0055] For tasks whose estimated completion time exceeds the deadline, calculate the overdue duration and multiply the overdue duration by the delay penalty factor. Later and total replacement expenses Adding them together gives the total cost including the delay penalty. : For candidate aircraft The current queue of tasks to be executed; For the task after being transferred The estimated completion time, in seconds; For the task The deadline, in seconds. Delay penalty coefficient. The equivalent energy cost corresponding to a unit of overdue time is represented by watt-hours per second.

[0056] Delay penalty coefficient Based on the nominal battery capacity of the aircraft performing the operation Total planned time for this task The ratio is determined as follows: The unit is watt-hours. The unit is seconds. The unit is watt-hours per second. This ratio represents the amount of battery energy distributed per unit of time. For example, For 1000 watt-hours, At 3600 seconds, Approximately 0.278 watt-hours per second. Of which, The total time from when the spacecraft begins executing its first mission to the latest estimated completion time of all missions in the current mission queue.

[0057] Total cost including delay penalties Replacement total replacement cost Select a replacement aircraft. If there are no deadlines for any missions, the overdue time is zero. Degenerate into .

[0058] Optionally, if there are tasks in the queue of tasks to be executed by the replacement aircraft whose expected completion time exceeds the deadline, the overdue task will be transferred to another aircraft that meets the conditions for execution. The candidate selection and cost calculation in the transfer process are the same as those described above.

[0059] In one embodiment, after the replacement aircraft is selected, the replacement operation is performed according to the following procedure: flying from the current position to the return starting position at cruising speed. If the included angle exceeds the direction deviation threshold First, adjust the heading to align the flight direction with the operational direction of exiting the aircraft; once the heading is aligned, activate the payload equipment and proceed from the starting position along the operational direction at the baseline distance. Frame-by-frame acquisition; after the backtracking segment acquisition is completed, continue executing the subsequent jobs in the remaining task list.

[0060] In some embodiments, after the takeover vehicle completes the backtracking phase acquisition, the scheduling system compares the coverage areas of the first frame image of the takeover vehicle and the last frame image of the exiting vehicle, calculates the actual overlap rate along the flight direction, and compares the actual overlap rate with the overlap requirement parameter. The actual overlap rate is calculated by taking the overlap length of the coverage areas of the two frames along the flight direction and the coverage length of a single frame. The ratio. If the actual overlap rate is lower than the overlap requirement parameter. The dispatch system sends a prompt to the operator, who then decides whether to arrange supplementary sampling.

[0061] In scenarios with flat terrain and the replacement aircraft entering along the original operational direction, the back-off distance calculated in this embodiment closely matches the actual overlap of the collected data. Compared to setting a fixed back-off amount, this reduces unnecessary repeated data collection segments, allowing the saved power to be used for subsequent operations. In flat terrain areas, the back-off amount can be reduced by more than 40% compared to a fixed conservative value. When the replacement aircraft approaches from the side or when the terrain near the exit position is undulating, the correction automatically adjusts the back-off distance according to the actual conditions, achieving a balance between data continuity and power utilization. By incorporating the energy consumption of the back-off segment into the calculation of the total replacement cost, the comparison of candidate aircraft considers not only the flight distance but also the differentiated back-off costs caused by different entry directions and the impact of delays in the original mission. The selection result reduces the overall energy consumption and mission delays during mission handover.

[0062] Please see Figure 3 , Figure 3 This is a structural block diagram of a low-altitude multi-vehicle mission handover and rescheduling system provided in an embodiment of this application. Figure 3 As shown, the system includes: The exit response and candidate screening module 3001 is used to respond to an aircraft exiting an operation, record the exit position, operation direction and remaining task list of the exiting aircraft, and screen candidate aircraft from aircraft in normal operation status. The overlap requirement parameter acquisition module 3002 is used to acquire overlap requirement parameters according to the operation type. The overlap requirement parameters represent the degree to which two adjacent data acquisition segments must overlap along the flight direction. The back-off distance calculation module 3003 is used to calculate the single-frame coverage length along the flight direction based on the flight parameters of the exiting aircraft, calculate the overlap length based on the overlap requirement parameters and the single-frame coverage length, and obtain the back-off distance based on the overlap length and the offset distance from the last effective acquisition position of the exiting aircraft to the exit position. The replacement cost calculation module 3004 is used to determine the retraction start position based on the retraction distance and the exit position; for each candidate aircraft, it calculates the transfer energy consumption from the current position to the retraction start position, the retraction segment energy consumption for collecting data along the retraction distance, and the remaining task energy consumption for completing the remaining task list, and uses the sum of the three energy consumptions as the total replacement cost of the candidate aircraft. The replacement aircraft selection module 3005 is used to select the aircraft with the lowest total replacement cost and sufficient remaining power from the candidate aircraft as the replacement aircraft.

[0063] Each processing unit and / or module in the embodiments of this application can be implemented by an analog circuit that implements the functions described in the embodiments of this application, or by software that executes the functions described in the embodiments of this application.

[0064] Please see Figure 4 It shows a schematic block diagram of an electronic device according to an embodiment of this application, which can be used to implement... Figure 1 The method in the illustrated embodiment. (As shown) Figure 4 As shown, the electronic device may include: The system includes at least one processor 401, at least one network interface 404, a user interface 403, a memory 405, and at least one communication bus 402. The communication bus 402 is used to enable connection and communication between the components. The user interface 403 may include buttons, and optionally include a standard wired or wireless interface. The network interface 404 may include, but is not limited to, a Bluetooth module, an NFC module, a Wi-Fi module, etc.

[0065] The processor 401 may include one or more processing cores and connect to various parts within the electronic device through various interfaces and lines. It implements various functions and data processing of the electronic device by running or executing instructions, programs, code sets, or instruction sets stored in the memory 405, and by accessing data in the memory 405. Optionally, the processor 401 may be implemented using at least one hardware form selected from DSP, FPGA, and PLA. The processor 401 may also integrate one or more combinations of CPU, GPU, and modem.

[0066] Memory 405 may include random access memory (RAM) or read-only memory (ROM). Optionally, memory 405 includes a non-transitory computer-readable medium for storing instructions, programs, code, code sets, or instruction sets. Memory 405 may be divided into a program storage area and a data storage area, wherein the program storage area can be used to store instructions for implementing an operating system and instructions for implementing the foregoing method embodiments; the data storage area can be used to store data related to the relevant method embodiments. Memory 405 may also be at least one storage device located remotely from processor 401. Figure 4 As shown, the memory 405, which serves as a computer storage medium, may contain an operating system, a network communication module, a user interface module, and program instructions.

[0067] In particular, the methods and / or embodiments in this application can be implemented as computer software programs. For example, the embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowchart. When the computer program is executed by processor 401, it performs the functions defined in the methods of this application.

[0068] Another embodiment of this application provides a storage medium storing computer program instructions thereon, which can be executed by a processor to implement the methods and / or technical solutions of any one or more embodiments of this application.

[0069] In the above embodiments, the descriptions of each embodiment have different focuses. Parts not described in detail in a certain embodiment can be referred to in the relevant descriptions of other embodiments. The above descriptions are merely preferred embodiments of this application and explanations of the technical principles used. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to the technical solutions formed by specific combinations of the above technical features, but should also cover other technical solutions formed by arbitrary combinations of the above technical features or their equivalent features without departing from the inventive concept.

Claims

1. A method for rescheduling low-altitude multi-vehicle mission handover, characterized in that, include: In response to an aircraft exiting an operation, the exit position, operation direction, and remaining task list of the exiting aircraft are recorded, and candidate aircraft are selected from those in normal operation status. The overlap requirement parameters are obtained according to the task type. The overlap requirement parameters represent the degree to which two adjacent data collection segments must overlap along the flight direction. The single-frame coverage length along the flight direction is calculated based on the flight parameters of the exiting aircraft. The overlap length is calculated based on the overlap requirement parameters and the single-frame coverage length. The back-off distance is obtained based on the overlap length and the offset distance from the last effective acquisition position of the exiting aircraft to the exit position. The retraction start position is determined based on the retraction distance and the exit position; For each candidate aircraft, calculate the transfer energy consumption from the current position to the retraction start position, the retraction segment energy consumption for collecting data along the retraction distance, and the remaining task energy consumption for completing the remaining task list. The sum of the three energy consumptions is taken as the total replacement cost of the candidate aircraft. The aircraft with the lowest total replacement cost and sufficient remaining power is selected from the candidate aircraft as the replacement aircraft.

2. The method according to claim 1, characterized in that, The calculation of the back-off distance also includes: obtaining the angle between the entry direction of each candidate aircraft and the operation direction of the exit aircraft; when the angle is not zero, increasing the overlap length according to the angle, adding the increased overlap length to the offset distance to obtain the corrected back-off distance for the candidate aircraft; different candidate aircraft have different corrected back-off distances due to their different entry directions.

3. The method according to claim 2, characterized in that, A directional deviation threshold is set; when the included angle exceeds the directional deviation threshold, the candidate aircraft adjusts its heading to be consistent with the operating direction of the exiting aircraft after reaching the reversal starting position before starting data collection. The additional flight energy consumption generated during the heading adjustment process is added to the transfer energy consumption.

4. The method according to claim 1, characterized in that, Also includes: Based on the prior digital elevation model data, query the standard deviation of terrain elevation in the area near the exit location; Calculate the terrain correction factor based on the terrain elevation standard deviation and the flight altitude of the exiting aircraft; The overlap requirement parameter is increased and corrected using the terrain correction coefficient, and the overlap length and the backoff distance are recalculated using the corrected overlap requirement parameter.

5. The method according to claim 4, characterized in that, The terrain correction coefficient is calculated based on the ratio of the terrain elevation standard deviation to the flight altitude and the pre-calibrated terrain sensitivity coefficient. The terrain sensitivity coefficient is determined by conducting operation calibration tests under different terrain undulation conditions and using data splicing quality indicators as evaluation criteria. The corrected overlap requirement parameter does not exceed the preset upper limit of overlap rate.

6. The method according to claim 1, characterized in that, The selection of the replacement aircraft further includes: obtaining the current task queue of each candidate aircraft and the deadline of each task; calculating the expected completion time of each task in the task queue of the candidate aircraft after it is selected to perform the replacement task; calculating the overdue time for tasks whose expected completion time exceeds the deadline, multiplying the overdue time by the delay penalty coefficient and adding it to the total replacement cost to obtain the total cost including the delay penalty; and using the total cost including the delay penalty to replace the total replacement cost for the selection of the replacement aircraft.

7. The method according to claim 6, characterized in that, If there are tasks in the queue of tasks to be executed by the replacement aircraft that are expected to be completed beyond the deadline, the overdue task will be transferred to other aircraft that meet the conditions for execution.

8. The method according to claim 1, characterized in that, The transition energy consumption is calculated based on the aircraft's cruise flight power and the flight distance from the candidate aircraft's current position to the reversal starting position; the reversal segment energy consumption is calculated based on the aircraft's operational flight power and the reversal distance, wherein the operational flight power includes the power consumption of the payload equipment; the remaining task energy consumption is calculated based on the operational flight power and the total length of the flight path corresponding to the remaining task list.

9. A low-altitude multi-vehicle mission handover and rescheduling system, characterized in that, include: The exit response and candidate filtering module is used to respond to an aircraft exiting an operation, record the exit position, operation direction and remaining task list of the exiting aircraft, and filter candidate aircraft from aircraft in normal operation status. The overlap requirement parameter acquisition module is used to acquire overlap requirement parameters according to the operation type. The overlap requirement parameters represent the degree to which two adjacent data acquisition segments must overlap along the flight direction. The back-off distance calculation module is used to calculate the single-frame coverage length along the flight direction based on the flight parameters of the exiting aircraft, calculate the overlap length based on the overlap requirement parameters and the single-frame coverage length, and obtain the back-off distance based on the overlap length and the offset distance from the last effective acquisition position of the exiting aircraft to the exit position. The replacement cost calculation module is used to determine the rollback start position based on the rollback distance and the exit position; For each candidate aircraft, calculate the transfer energy consumption from the current position to the retraction start position, the retraction segment energy consumption for collecting data along the retraction distance, and the remaining task energy consumption for completing the remaining task list. The sum of the three energy consumptions is taken as the total replacement cost of the candidate aircraft. The replacement aircraft selection module is used to select the aircraft with the lowest total replacement cost and sufficient remaining power from the candidate aircraft as the replacement aircraft.

10. A storage medium, characterized in that, When the executable computer program in the storage medium is executed by a processor, it is able to implement the method as described in any one of claims 1 to 8.

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