WO-2026091328-A1 - MOBILE PLATFORM, RESTRAINT FACILITY, AIRCRAFT, CONTROL METHOD, STORAGE AND SYSTEM

WO2026091328A1WO 2026091328 A1WO2026091328 A1WO 2026091328A1WO-2026091328-A1

Abstract

The present application relates to the technical field of aircrafts, and in particular to a mobile platform, a restraint facility, an aircraft, a control method, a storage and a system. The mobile platform comprises: a power module, an orientation information acquisition module and a control module, which controls the power module on the basis of the flight direction of an aircraft, such that the mobile platform moves along with the aircraft; and the mobile platform is further provided with a safety connection assembly, so as to prevent the aircraft from leaving a defined space, and a second collision buffer apparatus, which is used for implementing a collision buffering function when the aircraft crashes. Alternatively, the flight safety of the aircraft is increased by means of mechanical restraint facilities, i.e. a track assembly and a pipe gallery assembly.

Inventors

FENG, Chunkui

Dates

Publication Date: 20260507
Application Date: 20250124
Priority Date: 20241028

Claims (20)

A mobile platform, characterized in that it comprises: The power module is used to drive the mobile platform to travel along the road or water surface; The orientation information acquisition module is used to obtain the flight direction of the aircraft; The power module is used to drive the mobile platform to travel along the road or water surface; The control module is used to: control the power module to make the movable platform move in the same direction as the aircraft on a parallel plane of the road or water surface, or make the travel direction of the movable platform consistent with the flight direction of the aircraft on a parallel plane of the road or water surface, or make the movable platform move along with the aircraft on a parallel plane of the road or water surface, based on the flight direction of the aircraft. Furthermore, the mobile platform is also equipped with a safety connection component, the first end of which is connected to the mobile platform and the second end is used to connect to the aircraft. And/or, the mobile platform is also equipped with a second collision buffer device, which is used to buffer the collision when the aircraft crashes.
The mobile platform as claimed in claim 1 is characterized in that the safety connection assembly is capable of suspending the aircraft, and/or the safety connection assembly is used to generate an upward pulling force on the aircraft and/or to reduce the impact force generated when the aircraft collides with an object below the aircraft.
The movable platform as described in claim 2 is characterized in that a top barrier is provided above the safety connection portion of the first end of the movable platform for connecting the safety connection component, the top barrier being used to prevent the aircraft from flying upward through the top barrier and/or to prevent the aircraft from flying from one side of the top barrier to the other side of the top barrier.
The mobile platform as described in claim 1, characterized in that the orientation information acquisition module can also acquire information on whether the aircraft is flying away from the first end, the safety connection component further includes an unwinding mechanism driven by an unwinding drive device, and the control module is used to acquire information including whether the aircraft is flying away from the first end and to control the unwinding drive device to increase/decrease the length of the safety connection component when the aircraft is moving away from/approaching the first end; or, the safety connection component includes an unwinding mechanism or an elastic connector or a telescopic mechanism for adjusting the length of the safety connection component; and/or, The number of safety connection components is multiple, with at least one safety connection component installed on each of the left and right sides, front and back sides, or top and bottom sides of the center of gravity of the aircraft.
The mobile platform as described in claim 1 is characterized in that the control module can also receive manual control instructions from the manual control components of the mobile platform, and control the mobile platform to drive according to the manual control instructions; and/or, the mobile platform includes an automatic driving module for controlling the mobile platform to drive through an automatic driving mode; and/or, the mobile platform is a vehicle or the mobile platform is a boat or raft.
A mobile platform, comprising: A safety connection component, wherein a first end of the safety connection component is connected to the safety connection part of the mobile platform, and a second end is used to connect a manned aircraft capable of vertical take-off and landing to prevent the aircraft from leaving the space defined by the safety connection component; and the gravity generated by the sum of the mass of the mobile platform and the minimum mass of personnel set for the mobile platform is greater than the maximum lift that the aircraft can generate; when the aircraft flies forward, backward, left, or right, it can drag the mobile platform along the road or water surface; The safety connection assembly can suspend the aircraft and/or the safety connection assembly is used to generate an upward pull on the aircraft and/or to reduce the impact force generated when the aircraft collides with an object below the aircraft; and/or the movable platform further includes a second collision buffer device for acting as a collision buffer when the aircraft crashes.
The mobile platform as described in claim 6 is characterized in that, The safety connection assembly includes an unwinding mechanism, an elastic connector, or a telescopic mechanism for adjusting the length of the safety connection assembly; And/or the movable platform is a vehicle with wheels or a boat or raft; And/or, the movable platform is provided with a top stop above the safety connection portion of the first end of the safety connection assembly, the top stop being used to prevent the aircraft from flying upward through the top stop and/or to prevent the aircraft from flying from one side of the top stop to the other side of the top stop.
A mechanical restraint device, characterized in that, The mechanical restraint facility is configured to restrain the aircraft from carrying passengers within a first restraint space defined by the mechanical restraint facility, and the mechanical restraint facility is any one of a first mechanical restraint facility, a second mechanical restraint facility, and a third mechanical restraint facility. The first mechanical restraint facility includes a top arresting member and a third collision buffer device located below the top arresting member. The vertical distance between the top arresting member and the third collision buffer device is greater than the distance between the top and bottom of the aircraft. The third collision buffer device is used to buffer the impact when the aircraft crashes. The top arresting member is used to prevent the aircraft from flying upwards through the top arresting member and/or to limit the maximum flight altitude of the aircraft. The third mechanical restraint facility includes a tunnel assembly, which includes a top arresting member, a bottom arresting member, a left arresting member, and a right arresting member. The second mechanical restraint facility includes a track assembly comprising a suspended track, a track vehicle, and a safety connection assembly. The track vehicle is movable along the length of the track. A first end of the safety connection assembly is connected to the track vehicle, and a second end of the safety connection assembly is used to connect to the aircraft. Alternatively, the mechanical restraint facility further includes a blocking assembly comprising a top blocking member located above the track. The top blocking member is used to prevent the aircraft from flying upwards past the top blocking member and/or from flying from one side of the top blocking member to the other.
The mechanical restraint facility according to claim 8 is characterized in that, The railcar further includes a third information acquisition module, which includes a third communication module or a third sensor module for communicating with the first communication module of the aircraft; the railcar includes a vehicle drive device for driving the railcar to move along the length extension direction of the track, and the railcar can acquire information including the forward and backward direction of the aircraft's flight through the third information acquisition module, and the railcar can move in the same direction as the aircraft along the length extension direction of the track; or At least two of the mechanical restraint facilities are stacked vertically, or the height of the space below the first restraint space is sufficient for the passage of people or vehicles, and/or the second mechanical restraint facility is connected end-to-end, or the third mechanical restraint facility is connected end-to-end, and/or the mechanical restraint facilities are configured as horizontal or elongated, and/or the suspended track is installed on a track support; or, The safety connection assembly includes an unwinding mechanism, an elastic connector, or a telescopic mechanism for adjusting the length of the safety connection assembly; or... The track is a first track, the safety connection component is a first safety connection component, and the track assembly further includes a second track and a second safety connection component. A first end of the second safety connection component is connected to the second track and is movable along the length of the second track; a second end of the second safety connection component is used to connect to the aircraft. The second track is parallel to the first track and located at a different position; or... The top arresting element is connected to the arresting element bracket and/or the top arresting element contains light-transmitting material or photovoltaic power generation material and/or the top arresting element contains waterproof material or the top arresting element is configured to protect the aircraft from rain; and/or, the vertical distance between the track and the top arresting element above the track is less than the distance between the upper and lower surfaces of the aircraft, or the top arresting element above the track is used to prevent the aircraft from flying above the track; or, The arresting assembly further includes a bottom arresting member located below the track for preventing the aircraft from flying downwards after passing the bottom arresting member; and/or, the arresting assembly further includes a left arresting member disposed to the left of the track for preventing the aircraft from flying to the left after passing the left arresting member; and/or, the arresting assembly further includes a right arresting member disposed to the right of the track for preventing the aircraft from flying to the right after passing the right arresting member.
The mechanical restraint facility according to claim 9 is characterized in that, The bottom barrier includes a third collision buffer device; or... The third information acquisition module can acquire information including whether the aircraft is flying away from the first end or flying inward or outward. The unwinding drive device drives the unwinding mechanism to increase the length of the safety connection component when the aircraft is flying away from the first end or flying outward.
An aircraft characterized in that, The aircraft is configured to be compatible with a mobile platform or capable of carrying passengers within a first constrained space defined by mechanical constraints. The aircraft also includes a safety processing component and/or a first collision buffer device connected to the aircraft body. The safety processing component includes a first safety processing unit and/or a second safety processing unit and/or a third safety processing unit. The first safety processing unit includes a constrained space flight monitoring and processing system; or... The aircraft includes a first collision buffer device and a safety processing component connected to the aircraft body. The safety processing component includes a first safety processing unit and/or a second safety processing unit and/or a third safety processing unit. The first safety processing unit includes an automatic altitude monitoring and/or an automatic collision monitoring and processing system; or... The aircraft includes a parachute and further includes a first collision buffer device and/or safety processing assembly connected to the aircraft body. The safety processing assembly includes a first safety processing unit and/or a second safety processing unit and/or a third safety processing unit. The first safety processing unit includes an automatic altitude monitoring system and/or an automatic collision monitoring system; or... The aircraft is configured to be adapted to a mobile platform or to carry passengers in a first constrained space defined by mechanical constraints. The aircraft also includes a safety processing component, a first collision buffer device connected to the aircraft body, and the aircraft includes a parachute or a connecting part for connecting the parachute. The safety processing component includes a first safety processing unit and/or a second safety processing unit and/or a third safety processing unit. The first safety processing unit includes a constrained space flight monitoring and processing system and/or an automatic altitude monitoring and processing system and/or an automatic collision monitoring and processing system. The constrained space flight monitoring and processing system is used to: when the aircraft is flying within the first constrained space, identify whether the position and/or movement trend of the aircraft is abnormal based on data acquired by sensors; and execute a preset first abnormal situation handling scheme when the position and/or movement trend is abnormal; the abnormal position and/or movement trend includes: the aircraft has a tendency to leave the second constrained space or the aircraft is outside the second constrained space, and part or all of the boundary of the second constrained space is within the boundary of the first constrained space; or, the aircraft has a tendency to reach the boundary of the first constrained space or the aircraft has reached the boundary of the first constrained space; The automatic altitude monitoring and processing system is used to: acquire information including the aircraft's altitude above the ground based on sensors; and execute a preset flight altitude anomaly handling scheme when the aircraft's altitude above the ground exceeds a set altitude range. The preset flight altitude anomaly handling scheme includes: issuing a ground altitude anomaly warning, and/or invalidating manual control commands that cause the aircraft's altitude above the ground to deviate from the set altitude range, and/or controlling the aircraft to fly so that the aircraft's altitude above the ground is within the set altitude range. The automatic collision monitoring and processing system is used to: analyze data acquired by sensors, and execute a preset collision risk handling scheme when the aircraft is at risk of collision with other objects; the preset collision risk handling scheme includes: issuing a collision risk warning, and/or invalidating manual control commands that would cause the aircraft to collide with other objects, and/or issuing a collision buffer trigger command to the collision buffer controller before the collision to trigger the first collision buffer device to be triggered; and/or controlling the aircraft to perform obstacle avoidance flight; The second safety processing unit is used to: when the aircraft is in flight, acquire the values of the input parameters of a preset model and perform calculations using the model, the model including mass parameters and power parameters; determine whether the aircraft's system is abnormal based on the model output value of the output parameters and the reference value of the output parameters; and execute a preset second abnormal situation handling scheme when the aircraft's system is abnormal; the input parameters include power parameters and the value of the power parameters is obtained by measurement through sensors, or the output parameters include power parameters and the value of the power parameters included in the reference value of the output parameters is obtained by measurement through sensors; The third safety processing unit is used to: when the aircraft is flying, acquire the values of the input parameters of the preset model and perform calculations using the model. The input parameters include power parameters, the values of which are obtained by sensors. The output parameters of the model are mass parameters, and the model output value of the mass parameters is output for display. The mechanical restraint facility is any one of the first mechanical restraint facility, the second mechanical restraint facility, and the third mechanical restraint facility; The first mechanical restraint facility includes a top arresting member and a third collision buffer device located below the top arresting member. The vertical distance between the top arresting member and the third collision buffer device is greater than the distance between the top and bottom of the aircraft. The third collision buffer device is used to buffer the impact when the aircraft crashes. The top arresting member is used to prevent the aircraft from flying upward through the top arresting member and/or limit the maximum flight altitude of the aircraft. The second mechanical restraint facility includes a track assembly, which includes a suspended track and a safety connection assembly. A first end of the safety connection assembly is connected to the track and is movable along the length extension direction of the track. A second end of the safety connection assembly is used to connect the aircraft to prevent the aircraft from leaving the first restraint space defined by the safety connection assembly. The third mechanical restraint facility includes a utility tunnel assembly, which includes a top barrier, a bottom barrier, a left barrier, and a right barrier.
The aircraft as claimed in claim 11 is characterized in that the aircraft includes a power assembly capable of generating lift, enabling the aircraft to take off and ascend vertically.
The aircraft as described in claim 11, characterized in that, Whether the aircraft has a tendency to escape the second constraint space is determined by analyzing parameters including the manual control commands to be executed generated by the aircraft's manual control components, where the manual control commands include flight direction commands and speed commands; and/or the first abnormal situation handling scheme includes invalidating manual control commands that cause or are already abnormal and continue to fly outwards; or, Whether the aircraft has a tendency to reach the boundary of the first constrained space is determined by analyzing parameters including the manual control commands to be executed generated by the aircraft's manual control components, the manual control commands including flight direction commands and speed commands; and/or the first abnormal situation handling scheme includes invalidating the manual control commands that cause an abnormality or are already abnormal and continue to fly outward.
The aircraft as claimed in claim 11 is characterized in that the rotor of the power assembly is disposed in a duct or a net, or the power assembly includes a jet engine; or the aircraft is an EVTOL, a flying car, a flying motorcycle, a flying go-kart, a jetpack, or a disc-shaped aircraft.
The aircraft according to claim 11 is characterized in that the aircraft further includes a first connecting part for connecting to the safety connection assembly.
The aircraft according to claim 11 is characterized in that the model is the aircraft's center of mass dynamic equation or a preset correspondence between dynamic parameters and personnel mass.
The aircraft according to claim 11, wherein the safety processing component further includes a first sensor module for sensing information required by the safety processing component.
The aircraft as described in claim 11, characterized in that, The preset first abnormal situation handling scheme includes: issuing a corresponding prompt through the human-machine interaction component; and/or controlling the power component to reduce at least one of the aircraft's speed and acceleration, or grounding the aircraft or flying it to a preset safe space; or The preset second abnormal situation handling scheme includes: issuing a corresponding prompt through the human-machine interaction component; and/or controlling the power component to reduce at least one of the aircraft's flight altitude, speed, and acceleration, or to ground the aircraft; or... The aircraft is equipped with a manual control component, which is used to receive manual control signals and generate manual control commands to control the flight of the aircraft through manual control.
The aircraft as described in claim 11, characterized in that, The aircraft is provided with a human-machine interface component connected to the aircraft body, or the aircraft body is provided with a connection part or communication module for connecting the human-machine interface component; and/or, the human-machine interface component is used to output the model output value of the mass parameter; and/or, the human-machine interface component includes a display screen for displaying the aircraft's altitude above the ground or for displaying the aircraft's orientation in the first constraint space and/or the second constraint space.
The aircraft as claimed in claim 11, wherein the second safety processing unit is further configured to: the input parameter includes the total mass of the aircraft and the value of the total mass of the aircraft is obtained by calculation using a model whose output parameter is the total mass of the aircraft or by manual preset; or, the output parameter includes a mass parameter and the value of the mass parameter included in the reference value of the output parameter is obtained by calculation using a model whose output parameter is the mass parameter or by manual preset.

Description

Mobile platforms, restraint facilities, aircraft, control methods, storage and systems Technical Field This application relates to the field of aircraft technology that can carry people and fly vertically, particularly mobile platforms, restraint facilities, aircraft, control methods, storage and systems. Background Technology Chinese patent application No. 201710073238.0, authorized number CN106885918B, entitled "A Real-Time Wind Speed Estimation Method Based on Multi-Information Fusion for Multi-rotor Aircraft," discloses a method for real-time wind speed estimation based on the dynamic model of a multi-rotor aircraft. However, in the prior art, there are very few ideas and technologies for safety monitoring based on dynamic models. In existing technologies, tethered drone ground stations continuously transmit power to the drone via tether cables, enabling the drone to hover for extended periods and complete its designated tasks. However, there are no (disruptive) reverse-thinking technologies, ideas, or solutions that utilize vehicles to enhance the safety of aircraft. For example, Chinese patent application CN201611231446.0, entitled "Method for Tethered Drone Following a Vehicle-Mounted Platform and Tethered Drone Using the Method," discloses a method for tethering a drone, including: a GPS receiver installed on a ground station and the drone, acquiring the three-dimensional position data of the ground station and calculating the three-dimensional position coordinates of the ground station and the relative position coordinates between the ground station and the tethered drone. Chinese patent application CN202410943761.4, entitled "Visual Positioning Method, System, Electronic Device, and Storage Medium for Tethered Unmanned Aerial Vehicles," provides a technical solution: A set of positioning images of a tethered unmanned aerial vehicle (UAV) in the airspace is acquired using an (infrared) camera. Then, (based on the thermal radiation characteristics of the UAV) the positioning image set is processed to obtain positioning information (the UAV's position coordinates in the image; the position and displacement changes of the tethered UAV in the world coordinate system are determined based on the mapping relationship between the pixel coordinate system and the world coordinate system). Neither the above-mentioned technology nor similar solutions disclose the field of improving the safety of (manned) aircraft. Manned flight is highly related to personnel safety, and there is an urgent need for more new technologies to improve the safety of aircraft flight. Summary of the Invention The technical problem to be solved by the embodiments of this application is to provide an aircraft, control method, storage, mobile platform, facility and flight system to improve the safety of aircraft flight. This application provides a mobile platform (1), comprising: The power module is used to drive the mobile platform to travel along the road or water surface; The orientation information acquisition module is used to obtain the flight direction of the aircraft; The power module is used to drive the mobile platform to travel along the road or water surface; The control module is used to: control the power module to make the movable platform move in the same direction as the aircraft on a parallel plane of the road or water surface, or make the travel direction of the movable platform consistent with the flight direction of the aircraft on a parallel plane of the road or water surface, or make the movable platform move along with the aircraft on a parallel plane of the road or water surface, based on the flight direction of the aircraft. The mobile platform is also equipped with a safety connection component. A first end of the safety connection component is connected to the mobile platform, and a second end is used to connect to the aircraft. Alternatively, the mobile platform is also equipped with a second collision buffer device to buffer the impact in the event of a crash. The control module can receive the flight direction of the aircraft. The safety connection component prevents the aircraft from leaving the space defined by it. This space refers to the first constraint space. Optionally, the safety connection component can also power the aircraft using the power supply of the mobile platform. Option Q1 based on the mobile platform (1): The gravity generated by the sum of the mass of the mobile platform and the minimum personnel mass set for the mobile platform is greater than the maximum lift that the aircraft can generate, or the gravity generated by the mass of the mobile platform is greater than the maximum lift that the aircraft can generate; and/or, the second collision buffer device is located below the aircraft. And/or, the safety connection assembly can suspend the aircraft, and/or, the safety connection assembly is used to generate an upward pull on the aircraft and/or to reduce the impact force generated whe