Replenishment network system for long-distance sea crossing of aircraft

Abstract

The present application relates to the technical field of aircraft, and discloses a replenishment network system for long-distance sea crossing of an unmanned aerial vehicle. The replenishment network system comprises a plurality of offshore platforms and a central coordination network system. The central coordination network system sends instructions to the plurality of offshore platforms on the basis of preset flight conditions of an aircraft, such that the plurality of offshore platforms are movably arranged at intervals between a takeoff location and a landing location for the aircraft to dock during long-distance sea crossing. The preset flight conditions comprise at least a flight route and a real-time remaining flight range of the aircraft. The positions of the offshore platforms of the present application can be flexibly moved on the basis of the flight route and the real-time remaining flight range of the aircraft, thereby achieving long-distance sea crossing of an unmanned aerial vehicle in an efficient manner.

Description

Long-distance, ocean-crossing resupply network system for aircraft Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to a long-distance, ocean-crossing resupply network system for aircraft. Background Technology

[0002] Limited by the range of aircraft, the distance that aircraft can travel across the sea is very limited, generally only a few hundred kilometers. For long-distance flights over open seas, if only sea-based helipads are arranged at intervals, it is impossible to cope with unexpected situations of the aircraft. For example, if the aircraft needs to detour due to weather conditions, or if it consumes energy too quickly due to extreme weather, etc., the aircraft may not be able to fly to the next helipad in time. As a result, at best, it can only return and fail to reach its destination in time, and at worst, the aircraft may be destroyed. Summary of the Invention

[0003] The purpose of this application is to provide a long-distance sea-crossing supply network system for aircraft. The maritime platform of this application can flexibly move its position according to the flight route and real-time endurance of the aircraft, thereby realizing the long-distance sea-crossing of the aircraft in the most efficient way.

[0004] To address the aforementioned technical problems, this application provides a long-distance sea-crossing resupply network system for aircraft, comprising: multiple offshore platforms and a central coordination network system; the central coordination network system sends instructions to the multiple offshore platforms according to the preset flight conditions of the aircraft, so that the multiple offshore platforms are movably and spaced apart between the takeoff and landing locations for the aircraft to dock during long-distance sea crossings, wherein the preset flight conditions include at least the aircraft's flight path and real-time remaining range.

[0005] Optionally, the distance between the aircraft and the forward sea platform is no greater than the aircraft's real-time range.

[0006] Optionally, when the real-time range of the aircraft is less than the distance between the aircraft and the offshore platform in front of it, the central coordination network system sends a command to control the offshore platform in front of the aircraft to move toward the aircraft; when the real-time range of the aircraft is greater than the distance between the aircraft and the offshore platform in front of it, the central coordination network system sends a command to control the offshore platform in front of the aircraft to move toward the landing site.

[0007] Optionally, the adjacent offshore platforms can communicate with each other to share platform information with any one of them, wherein the platform information includes at least one or more of the following: platform location information, platform energy storage status, and whether the platform is occupied.

[0008] Optionally, the central coordination network system includes a communication network between the aircraft and any of the said maritime platforms, as well as between the various maritime platforms.

[0009] Optionally, the area where the aircraft crosses the sea for long distances includes a first area, and the multiple offshore platforms are configured in the first area. When the aircraft crosses the first area according to the flight route, the central coordination network system sends instructions to control the offshore platforms close to the flight route to move to the sea area below the flight route for the aircraft to dock when crossing.

[0010] Optionally, it includes at least a first aircraft and a second aircraft, the flight paths of the first aircraft and the second aircraft being the first flight path and the second flight path, respectively, and at least one of the plurality of offshore platforms being movably configured in the sea area below the first flight path and the second flight path.

[0011] Optionally, the first flight path includes a first takeoff point and a first landing point, the second flight path includes a second takeoff point and a second landing point, and at least one of the plurality of maritime platforms may be selectively configured between the first takeoff point and the first landing point, or between the first takeoff point and the first landing point.

[0012] Optionally, one or more of the plurality of offshore platforms may be fixed platforms.

[0013] Optionally, the platform information may also include weather information for the area where the platform is located.

[0014] The offshore platform described in this application can flexibly move its position according to the flight path and real-time endurance of the aircraft, allowing the aircraft to dock for resupply, thereby enabling the aircraft to cross the sea for long distances in the most efficient way. Attached Figure Description

[0015] Figure 1 shows an example of a long-distance sea-crossing resupply network system for an aircraft according to the first embodiment of this application;

[0016] Figure 2 illustrates an example of a central coordination network system in the first embodiment of this application;

[0017] Figure 3 shows an example of the top view from Figure 1;

[0018] Figure 4 shows an example of a long-distance sea-crossing resupply network system with a fixed platform according to the second embodiment of this application;

[0019] Figure 5a shows an example of a long-distance ocean resupply network system for an aircraft according to the third embodiment of this application;

[0020] Figure 5b shows another example of the long-distance ocean resupply network system for aircraft according to the third embodiment of this application;

[0021] Figure 6 illustrates an example of a long-distance sea-crossing resupply network system for aircraft according to the fourth embodiment of this application.

[0022] Figure 7 shows an example of a long-distance ocean resupply network system for an aircraft according to the fifth embodiment of this application;

[0023] Figure 8 shows an example of a long-distance ocean resupply network system for an aircraft according to the sixth embodiment of this application;

[0024] Figure 9 shows an example of a long-distance sea-crossing resupply network system for an aircraft according to the seventh embodiment of this application. Detailed Implementation

[0025] The following embodiments further illustrate the technical solutions of this application. It should be understood that the specific embodiments described herein are merely for explaining this application. Furthermore, it should be noted that, for ease of description, only the parts relevant to this application are shown in the accompanying drawings, not all of them.

[0026] In this specification, "aircraft" includes manned aircraft and any unmanned vehicle, such as unmanned aerial vehicles (UAVs), unmanned aircraft, remote-controlled aircraft, unmanned aircraft systems, any aircraft covered under cycle 328AN / 190 of the International Civil Aviation Organization (ICAO) classification, etc. As an example, a drone can take the form of a single- or multi-rotor helicopter (such as a quadcopter) or a fixed-wing aircraft. Furthermore, certain portions of this disclosure can be used in conjunction with drones in the form of other types of unmanned vehicles (e.g., wheeled, tracked, and / or watercraft).

[0027] The embodiments of this application are described below with reference to the accompanying drawings. As shown in Figures 1 to 3, the long-distance sea-crossing resupply network system of this application includes: multiple maritime platforms 1 and a central coordination network system 3. The central coordination network system 3 sends instructions to the multiple maritime platforms 1 according to the preset flight conditions of the aircraft 2, so that the aircraft 2 can be movably configured between the takeoff point A and the landing point B. The maritime platforms 1 are spaced apart from each other. The maritime platforms 1 can be used by the aircraft 2 to dock during long-distance sea crossings. The preset flight conditions include at least the flight route and real-time range of the aircraft 2.

[0028] Specifically, the offshore platform 1 can be similar to a catamaran or trimaran, equipped with a helipad. The aircraft 2 can dock on the helipad of the offshore platform 1. In this embodiment, the offshore platforms 1 are designated as offshore platforms 10, 11, and 12. Due to the limited range of the aircraft 2, the long-distance sea crossing is very limited. When it is necessary to fly from takeoff point A to landing point B, multiple offshore platforms 1 are set up between A and B. The aircraft 2 can complete the sea crossing flight by docking and refueling on the offshore platforms 1 in sequence. The offshore platform 1 is equipped with a propulsion device (not shown in the figure), which can propel the offshore platform 1 at sea. The propulsion device can be, for example, a propeller with a power system, or other propulsion methods. The offshore platform 1 is also equipped with an energy storage device (not shown in the figure). When the aircraft 2 docks on the offshore platform 1, the energy storage device can charge the docked aircraft 2 or replenish it with other forms of energy. The energy storage device stores electrical energy through methods including but not limited to: solar charging panels, tidal energy recovery, wind energy recovery, and controlled nuclear fusion. Of course, energy storage devices can also be replenished with traditional fossil fuels such as oil and natural gas. Furthermore, the term "offshore platform" is used only as a designation in this article; it is not limited to navigation on oceans but can also navigate on large rivers and lakes.

[0029] Communication links can be established between adjacent offshore platforms 1, and between the aircraft 2 and any offshore platform 1. Communication commands are indicated by dashed lines with double-headed arrows in Figure 2, forming a central coordination network system 3 (Z in Figure 2 indicates the central coordination network system 3). Any offshore platform 1 can share its platform information with any other platform through the central coordination network system 3. Platform information includes location information, energy storage status of each platform, whether the platform is occupied, weather information of the platform's location, etc. During this process, the central coordination network system 3 will also monitor the platform information in real time.

[0030] Of course, information can also be shared between aircraft 2 and maritime platform 1, and between platforms, through other communication methods, such as satellite communication; no specific limitations are imposed here. It should be noted that the central coordination network system 3 is a interconnected network system encompassing any maritime platform 1, the aircraft and any of the aforementioned maritime platforms, and even other satellites. In Figure 2, the central coordination network system Z is a virtual designation; its hardware includes equipment on the aircraft, maritime platforms, and other equipment such as satellites.

[0031] The preset flight conditions for aircraft 2 can be sent from the ground control station at location A to the network system of aircraft 2. Since it is part of the central coordination network system 3, after receiving the information, the central coordination network system 3 sends instructions to the target maritime platform 1 based on the preset flight conditions of aircraft 2, thereby controlling the movement of the corresponding maritime platform 1. Alternatively, the preset flight conditions for aircraft 2 can also be sent from the ground control station at location A to the network system of the nearest maritime platform 1. After receiving the information via the network system of maritime platform 1, the central coordination network system 3 sends instructions to the target maritime platform 1 based on the preset flight conditions of aircraft 2, thereby controlling the movement of the corresponding maritime platform 1. In one embodiment, the preset flight conditions for aircraft 2 are not limited to being issued by the ground control station at location A; they can also be issued by the ground control station at location B, or by any maritime platform 1. In another embodiment, the ground control station at location A simultaneously sends commands to the network system of aircraft 2 and the nearest maritime platform 1. The control commands are then sent to the central coordination network system 3 via aircraft 2 and the nearest maritime platform 1. The system can also verify the two commands received. If the verification fails, feedback is sent back to the sending end to prevent data loss.

[0032] The preset flight conditions for aircraft 2 include its flight path and real-time range. When the central coordination network system 3 receives instructions from the ground control station regarding the aircraft's flight path, it sends instructions to each of the maritime platforms 1, allowing them to be arranged sequentially and alternately below the flight path for aircraft 2 to dock and resupply during long-distance sea crossings. Simultaneously, the preset flight conditions also include aircraft 2's real-time range. Changes in the position of the maritime platform 1 not only require it to follow aircraft 2's flight path, but also the distance between aircraft 2 and the preceding maritime platform 1 cannot exceed aircraft 2's real-time range. This ensures that aircraft 2 can successfully reach the preceding platform, and this distance is dynamically adjusted based on aircraft 2's real-time range.

[0033] Furthermore, the central coordination network system 3 sends instructions to the maritime platform 1 so that the maritime platform 1 can move flexibly as the takeoff point A and the landing point B change. In other words, when the flight path from takeoff point A to landing point B changes, the central coordination network system 3 sends instructions to control the maritime platform 1 so that it moves adaptively to follow the flight path, so that the aircraft 2 can complete the cross-sea flight in the most efficient way and achieve the highest flight efficiency.

[0034] In some embodiments, as shown in FIG4, one or more of the multiple offshore platforms 1 can be replaced by existing fixed platforms 3, such as offshore oil well platforms. By utilizing existing landing platforms, the investment in offshore platforms 1 can be reduced, related expenses can be saved, or the same number of offshore platforms 1 can be used to fly a greater distance.

[0035] In some embodiments, as shown in Figure 5a, when the central coordination network system 3 detects that the real-time range of aircraft 2 is less than the distance between aircraft 2 and the platform in front of it, it can control the platform in front of aircraft 2 to move closer to aircraft 2, so as to dynamically reduce the distance between them until the range of aircraft 2 is sufficient to reach the platform, thus preventing the aircraft from being unable to reach the platform due to insufficient range. Similarly, as shown in Figure 5b, if the real-time range of aircraft 2 exceeds the distance between aircraft 2 and the platform in front, the platform 1 in front can move away from aircraft 2 and closer to the landing point B, so as to dynamically increase the distance between aircraft 2 and the platform 1 in front, thereby allowing the aircraft to fly a greater distance with the same number of platforms.

[0036] In some embodiments, the offshore platform is equipped with weather monitoring devices, including various meteorological observation instruments, mainly used to detect weather information in the area where the platform is located. As shown in Figure 6, when it detects that the weather in the area is unsuitable for flight, the central coordination network system 3 sends a command to control the offshore platform 11 to leave its current location C and move to the suitable flight area of ​​the aircraft 2. At the same time, it notifies the aircraft 2 of its position information. The aircraft 2 changes its flight path according to the latest platform position information, thereby avoiding the unsuitable flight area.

[0037] In some embodiments, as shown in Figure 7, if the landing location is temporarily changed from location B to location C after the aircraft 2 takes off from location A, the central coordination network system 3 sends instructions to control the remaining offshore platforms 11 and 12 on the flight path, so that they move their positions according to the latest flight path, thereby establishing a new cross-sea flight path.

[0038] In some embodiments, as shown in Figure 8, when the takeoff point A and the landing point B can be selectively and randomly distributed on one side of a certain area D, a certain number of offshore platforms 1 can be deployed in this area at sea. When the takeoff point A and the landing point B are determined, the offshore platforms 1 (platforms 10, 11 and 12 in Figure 7) near their straight flight path can be moved to the vicinity of the flight path to establish cross-sea flight.

[0039] In some embodiments, as shown in 9, the aircraft 2 includes a first aircraft 2a and a second aircraft 2b, the first aircraft 2a having a first flight path A1-B1 (first takeoff point A1 and first landing point B1), and the second aircraft 2b having a second flight path A2-B2 (second takeoff point A2 and second landing point B2). The two flight paths can share the same maritime platform 11, that is, at least one of a plurality of maritime platforms can be selectively configured between the first takeoff point and the first landing point, or between the first takeoff point and the first landing point, thereby reducing the investment in platforms and saving related expenses, or allowing the same number of platforms to fly a greater distance.

[0040] The above embodiments are merely illustrative of the principles and effects of this application. Any person skilled in the art can modify or alter the above embodiments without departing from the purpose of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the purpose disclosed in this application should still be covered by the claims of this application.

Claims

1. An aircraft long-range over-sea replenishment net system, characterized by, include: Multiple offshore platforms and a central coordination network system; the central coordination network system sends instructions to the multiple offshore platforms according to the preset flight conditions of the aircraft, so that the multiple offshore platforms can be movably and spaced between the take-off point and the landing point for the aircraft to dock when crossing long distances over the sea, wherein the preset flight conditions include at least the flight path and real-time range of the aircraft.

2. The aircraft long-range overwater replenishment net system of claim 1, wherein, The distance between the aircraft and the aforementioned sea platform is no greater than the aircraft's real-time range.

3. The aircraft long-range overwater replenishment net system of claim 1, wherein, When the real-time range of the aircraft is less than the distance between the aircraft and the offshore platform in front of it, the central coordination network system sends a command to control the offshore platform in front of the aircraft to move toward the aircraft; when the real-time range of the aircraft is greater than the distance between the aircraft and the offshore platform in front of it, the central coordination network system sends a command to control the offshore platform in front of the aircraft to move toward the landing site.

4. The aircraft long-range overwater replenishment net system according to claim 1, wherein, The multiple adjacent offshore platforms can communicate with each other to share platform information with any one of them. The platform information includes at least one or more of the following: platform location information, platform energy storage status, and whether the platform is occupied.

5. The aircraft long-range overwater replenishment net system of claim 1, wherein, The central coordination network system includes communication networks between the aircraft and any of the said maritime platforms, as well as between the various maritime platforms.

6. The aircraft long-range overwater replenishment net system of claim 1, wherein, The area where the aircraft crosses the sea for long distances includes a first area, and the multiple offshore platforms are configured in the first area. When the aircraft crosses the first area according to the flight route, the central coordination network system sends instructions to control the offshore platforms close to the flight route to move to the sea area below the flight route for the aircraft to dock when crossing.

7. The long-distance ocean resupply network system for aircraft according to claim 1, characterized in that, It includes at least a first aircraft and a second aircraft, the flight paths of the first aircraft and the second aircraft are respectively a first flight path and a second flight path, and at least one of the plurality of offshore platforms is movably configured in the sea area below the first flight path and the second flight path.

8. The long-distance ocean resupply network system for aircraft according to claim 7, characterized in that, The first flight path includes a first takeoff point and a first landing point, and the second flight path includes a second takeoff point and a second landing point. At least one of the plurality of maritime platforms may be selectively configured between the first takeoff point and the first landing point, or between the first takeoff point and the first landing point.

9. The long-distance ocean resupply network system for aircraft according to claim 1, characterized in that, One or more of the aforementioned offshore platforms are fixed platforms.

10. The long-distance ocean resupply network system for aircraft according to claim 4, characterized in that, The platform information also includes weather information for the area where the platform is located.

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