Aircraft landing method and system and vertical take-off and landing aircraft

Abstract

The invention discloses an aircraft landing method and system and a vertical take-off and landing aircraft, and relates to the technical field of aircraft control, and the aircraft landing system comprises a landing path planning module which is used for responding to a landing instruction, determining a target landing point of the aircraft, and planning a landing path of the aircraft to obtain the landing path of the aircraft; the trajectory prediction module is used for predicting the flight trajectory of the aircraft based on the flight state information of the aircraft to obtain a predicted flight trajectory; the re-flight decision module is used for evaluating the flight state of the aircraft in the tilting transition stage based on the landing path and the predicted flight path; and according to the first evaluation result, carrying out re-flight decision processing on the aircraft, and determining whether to control the aircraft to carry out re-flight so as to guarantee safe landing of the aircraft. According to the scheme, the automatic landing capability of the aircraft can be effectively improved, and meanwhile, the landing safety of the aircraft is ensured through the re-flight decision module.

Description

Technical Field

[0001] The present application relates to the field of aircraft control technology, and in particular to an aircraft landing method, system and a vertical take-off and landing aircraft. Background Art

[0002] In the aviation field, electric Vertical Take-off and Landing (eVTOL) technology is attracting widespread attention as an innovative flight solution. eVTOL technology uses electric drones or manned aircraft to achieve vertical take-off and landing and horizontal flight. It has many advantages such as high flexibility, low noise, and environmental friendliness. It is regarded as an important solution for future urban air traffic, emergency rescue and other fields.

[0003] However, eVTOL aircraft usually need to land vertically in a limited space, which poses a challenge to the eVTOL aircraft landing system. The existing eVTOL aircraft landing system has insufficient automatic landing capabilities, resulting in low landing safety of eVTOL aircraft.

[0004] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0005] The main purpose of this application is to provide an aircraft landing method, system and vertical take-off and landing aircraft, aiming to solve the technical problems that the existing eVTOL aircraft landing system has insufficient automatic landing capability and low landing safety of the eVTOL aircraft.

[0006] To achieve the above objectives, the present application proposes an aircraft landing system, which is applied to a tilt-rotor vertical take-off and landing aircraft. The aircraft landing system includes:

[0007] A landing path planning module, used to determine a target landing point of the aircraft in response to a landing instruction, and plan a landing path of the aircraft based on the target landing point to obtain a landing path of the aircraft;

[0008] A trajectory prediction module, used to predict the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory;

[0009] The go-around decision module is used to evaluate the flight status of the aircraft in the tilt transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; based on the first evaluation result, perform a go-around decision processing on the aircraft to confirm whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft.

[0010] In one embodiment, the aircraft landing system includes a sensor integration system, and the sensor integration system is used to obtain first multimodal fusion data of the landing area;

[0011] The landing path planning module calculates and obtains the three-dimensional spatial information of the aircraft according to the first multimodal fusion data;

[0012] Based on the target landing point, surrounding environment information, flight status information and three-dimensional space information, the paths of the cruise flight phase, tilt transition phase and vertical landing phase of the aircraft are planned separately, and the cruise flight path, tilt transition flight corridor, tilt transition path and vertical landing path are obtained respectively.

[0013] In one embodiment, the tilt transition flight corridor includes a tilt transition flight corridor window, and the trajectory prediction module includes a hovering point prediction module, and the hovering point prediction module is used to predict the hovering point of the aircraft before entering the vertical landing phase and obtain the predicted hovering point;

[0014] When the aircraft is in the tilt transition phase, the go-around decision module is further used to evaluate whether the predicted hovering point is within the vertical landing area and obtain a first evaluation result; and / or

[0015] When the aircraft is in the tilt transition phase, the go-around decision module is further used to evaluate whether the deviation between the tilt transition path and the predicted flight trajectory exceeds a preset first threshold and obtain a first evaluation result.

[0016] In one embodiment, before the aircraft enters the tilt transition phase, the go-around decision module is further used to evaluate the flight status of the aircraft based on the cruise flight path and the predicted flight trajectory, confirm whether the flight status satisfies the flight status conditions for entering the tilt transition flight corridor window, and obtain a second evaluation result.

[0017] In one embodiment, when the aircraft is in the tilt transition stage, the missed approach decision module is further used to control the aircraft to fly according to the tilt transition path when the first evaluation result is that the predicted hovering point is in the vertical landing area, and to control the aircraft to be in a vertical state with the target landing point by adjusting the flight state of the aircraft in real time, so as to achieve hovering of the aircraft;

[0018] and / or

[0019] When the first evaluation result indicates that the deviation exceeds a preset first threshold, a path deviation prompt is given to the pilot, an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

[0020] In one embodiment, when the aircraft is in the tilt transition phase, the go-around decision module is further configured to provide a go-around warning to the pilot when the first evaluation result is that the predicted hovering point is not within the vertical landing area.

[0021] In one embodiment, the aircraft includes a flight control system.

[0022] Before the aircraft enters the tilt transition phase, the go-around decision module is further configured to evaluate the surrounding environment information to confirm whether the preset tilt transition environment condition is met when the second evaluation result is that the flight state meets the flight state condition for entering the tilt transition flight corridor window;

[0023] When the surrounding environment information meets the preset tilt transition environment conditions, the flight control system controls the aircraft to automatically enter the tilt transition flight corridor window; and / or

[0024] When the surrounding environment information meets the preset tilt transition environment conditions, an operation confirmation prompt is provided to the pilot, and a first confirmation instruction from the pilot is received, and the aircraft is controlled to enter the tilt transition flight corridor window.

[0025] In one embodiment, before the aircraft enters the tilt transition phase, the go-around decision module is further configured to provide a go-around warning to the pilot when the second evaluation result is that the flight state does not satisfy the flight state condition for entering the tilt transition flight corridor window; and / or

[0026] When the surrounding environment information does not meet the preset tilt transition environment conditions, a go-around warning is provided to the pilot.

[0027] In one embodiment, the aircraft includes a flight control system.

[0028] When the aircraft is in hovering, the missed approach decision module is further used to confirm whether the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions;

[0029] When the surrounding environment information and the flight status information of the aircraft do not meet the preset vertical landing conditions, providing a missed approach warning to the pilot;

[0030] When the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, the flight control system controls the aircraft to automatically enter the vertical landing phase; and / or

[0031] When the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, an operation confirmation prompt is provided to the pilot, and a second confirmation instruction from the pilot is received to control the aircraft to enter the vertical landing phase.

[0032] In one embodiment, when the aircraft is in the vertical landing phase, and the deviation between the vertical landing path and the predicted flight trajectory exceeds a preset second threshold, the go-around decision module is further used to prompt the pilot of the path deviation, receive the pilot's override control instruction, and adjust the flight state of the aircraft based on the override control instruction.

[0033] In addition, to achieve the above-mentioned purpose, the present application also proposes an aircraft landing method, which is applied to an aircraft landing system, and the method includes:

[0034] In response to the landing instruction, determining a target landing point of the aircraft, and planning a landing path of the aircraft based on the target landing point to obtain a landing path of the aircraft;

[0035] Predicting a flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory;

[0036] Based on the landing path and the predicted flight trajectory, the flight state of the aircraft in the tilt transition phase is evaluated to obtain a first evaluation result;

[0037] Based on the first evaluation result, a go-around decision is made for the aircraft to confirm whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft.

[0038] In addition, to achieve the above objectives, the present application also proposes a vertical take-off and landing aircraft, which includes the aircraft landing system as described above.

[0039] One or more technical solutions proposed in this application have at least the following technical effects:

[0040] The aircraft landing method, system and vertical take-off and landing aircraft proposed in the embodiments of the present application respond to the landing instruction through the landing path planning module to determine the target landing point of the aircraft, and automatically plan the landing path of the aircraft through the target landing point; at the same time, the trajectory prediction module predicts the flight trajectory in combination with the flight status information of the aircraft to obtain a predicted flight trajectory; finally, the flight status of the aircraft in the tilt transition phase is evaluated through the go-around decision module according to the planned landing path and the predicted flight trajectory, and the aircraft is subject to a go-around decision to confirm whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft, thereby enhancing the automated navigation and landing capability of the aircraft, and enhancing the safety of the aircraft landing through the go-around decision module, while also reducing the operating burden of the pilot. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0042] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0043] Figure 1 A schematic diagram of a process flow provided for the first embodiment of the aircraft landing method of the present application;

[0044] Figure 2 A schematic diagram of a flow chart provided for the second embodiment of the aircraft landing method of the present application;

[0045] Figure 3 A schematic diagram of a process flow provided for the third embodiment of the aircraft landing method of the present application;

[0046] Figure 4 A schematic diagram of a flow chart provided for the fourth embodiment of the aircraft landing method of the present application;

[0047] Figure 5 This is a schematic diagram of the landing phase of an aircraft involved in Example 1 of the present application;

[0048] Figure 6 Schematic diagram of the equipment structure of the hardware operating environment involved in the aircraft landing method in the embodiment of the present application.

[0049] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0050] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0051] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0052] The main solutions of the embodiments of the present application are: a landing path planning module, which is used to determine the target landing point of the aircraft in response to a landing instruction, and plan the landing path of the aircraft based on the target landing point to obtain the landing path of the aircraft; a trajectory prediction module, which is used to predict the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory; a go-around decision module, which is used to evaluate the flight status of the aircraft in the tilt transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; based on the first evaluation result, a go-around decision processing is performed on the aircraft to confirm whether to control the aircraft to perform a go-around to ensure the safe landing of the aircraft.

[0053] Technical terms involved in the embodiments of this application:

[0054] eVTOL (electric Vertical Take-off and Landing): eVTOL is usually used to refer to novel and uniquely designed aircraft that use energy storage batteries, motors and propellers for propulsion and have vertical take-off and landing capabilities. eVTOL uses a multi-battery, multi-motor driven multi-rotor design with safety redundancy. Even if some of the rotors of the eVTOL fail, it can still land normally, and its safety is greatly improved compared to traditional helicopters. At the same time, eVTOL is powered by electricity, and the cost of electricity is much lower than the cost of fuel, and the flight speed of eVTOL is fast, so its operating cost is relatively low. eVTOL can usually be used in scenarios such as urban air traffic, emergency medical services, freight logistics, and sightseeing tourism.

[0055] Although eVTOL technology has broad prospects, there are still some challenges and problems in practical applications, especially in the landing process. Landing is one of the most critical stages in the flight process of an aircraft and a key link in flight safety. For eVTOL aircraft, vertical landing is usually required in a limited space, especially in the increasingly complex and busy urban air traffic environment, which adds more complexity and challenges to the landing process of eVTOL aircraft.

[0056] However, the existing eVTOL aircraft landing system is imperfect, and the aircraft's safe automatic landing capability is insufficient, resulting in low landing accuracy and safety of eVTOL aircraft.

[0057] The present application provides a solution, in which a landing path planning module responds to a landing instruction to determine the target landing point of the aircraft, and automatically plans the landing path of the aircraft through the target landing point; at the same time, a trajectory prediction module predicts the flight trajectory in combination with the flight status information of the aircraft to obtain a predicted flight trajectory; finally, a go-around decision module evaluates the flight status of the aircraft in the tilt transition phase according to the planned landing path and the predicted flight trajectory, performs a go-around decision processing on the aircraft, and confirms whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft, thereby enhancing the automated navigation and landing capability of the aircraft, and enhancing the safety of the aircraft's landing through the go-around decision module, while also reducing the operating burden of the pilot.

[0058] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication and program running functions, such as a personal computer, a flight control computer, an avionics computer, a server and an embedded computing device, or an aircraft landing system that can realize the above functions. For certain specific requirements of the aircraft during the landing process, the execution subject can also be a high-performance data processing device or industrial control device to ensure that all functions and requirements of this application can be supported. The following takes the aircraft landing system as an example to illustrate this embodiment and the following embodiments.

[0059] The present application proposes an aircraft landing system, which is applied to a tilt-rotor vertical take-off and landing aircraft. The aircraft landing system includes:

[0060] A landing path planning module, used to determine a target landing point of the aircraft in response to a landing instruction, and plan a landing path of the aircraft based on the target landing point to obtain a landing path of the aircraft;

[0061] A trajectory prediction module, used to predict the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory;

[0062] The go-around decision module is used to evaluate the flight status of the aircraft in the tilt transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; based on the first evaluation result, perform a go-around decision processing on the aircraft to confirm whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft.

[0063] Based on the above-mentioned aircraft landing system, the present application embodiment provides an aircraft landing method, referring to Figure 1 , Figure 1 This is a schematic flow chart of the first embodiment of the aircraft landing method of the present application.

[0064] In this embodiment, the method is applied to an aircraft landing system, and the aircraft landing method includes steps S110 to S140:

[0065] Step S110, in response to the landing instruction, determining a target landing point of the aircraft, and planning a landing path of the aircraft based on the target landing point to obtain the landing path of the aircraft;

[0066] Specifically, after receiving the landing command, the aircraft landing system first needs to obtain relevant images of the area around the aircraft and the current flight status data of the aircraft through various onboard sensors of the aircraft (such as binocular vision-based cameras, infrared sensors, lidar sensors, barometers, GPS (Global Positioning System) sensors, temperature and humidity sensors, etc.). Among them, the landing command can be automatically triggered by the aircraft landing system through a preset flight path, or it can be a landing command received by the pilot's interactive input with the aircraft. It should be noted that this application does not specifically limit the specific way in which the pilot interacts with the aircraft.

[0067] Then, image features are extracted from relevant images of the surrounding area, and feature matching is performed based on the image features of the known landing points, so as to identify several possible landing points in the surrounding area. Combined with the current flight status of the aircraft, a suitable possible landing point is selected from the possible landing points as the target landing point, and the target landing point is locked at the same time, so that the aircraft can be automatically landed later by dynamically tracking the locked target landing point.

[0068] Then, the precise location information of the target landing point is obtained based on the locked target landing point, and combined with the sensor data of the aircraft, the spatial position information between the aircraft and the landing point is further obtained through the sensor data. The aircraft landing system plans the landing path of the aircraft based on the spatial position information between the aircraft and the landing point, taking into account the dynamic characteristics of the aircraft, landing environment, obstacle avoidance, energy management, safety and other factors, thereby obtaining the landing path of the aircraft.

[0069] It should be understood that the target landing point may also be a landing point pre-set according to actual flight requirements before the aircraft starts flying. In step S110, after receiving the landing instruction, the aircraft landing system may identify the target landing point according to the pre-set landing point geographic location information and the current geographic location information of the aircraft, and lock the landing point.

[0070] In a feasible implementation, the aircraft landing system includes a sensor integration system, which is used to obtain first multimodal fusion data of the landing area; the landing path planning module obtains three-dimensional spatial information of the aircraft according to the first multimodal fusion data; based on the target landing point, surrounding environment information, flight status information and three-dimensional spatial information, the paths of the cruising flight phase, tilt transition phase and vertical landing phase of the aircraft are planned separately, and the cruising flight path, tilt transition flight corridor, tilt transition path and vertical landing path are obtained respectively.

[0071] The aircraft landing system needs to obtain the multimodal fusion data in the space where the aircraft is currently located through the aircraft's sensor integration system during the entire flight process of the aircraft, that is, the first multimodal fusion data of the landing area, where the landing area refers to the spatial area that the aircraft's sensor integration system can perceive during the flight.

[0072] It should be noted that the sensor integration system refers to a system that collects data from multiple different types of sensors and integrates and processes them. In this embodiment, the sensor integration system includes a group of multimodal sensors, and can use multimodal sensors to collect comprehensive perspective data of the landing environment from visible light to infrared spectrum, high-precision terrain and obstacle data, and use data fusion technology to fuse these multi-source data to explore deeper information of the landing environment, thereby obtaining multimodal fusion data. Among them, multimodal sensors include but are not limited to high-resolution cameras, infrared sensors, radar GPS (Global Positioning System) sensors, etc.

[0073] Based on the above aircraft landing system, the step of: determining the target landing point of the aircraft in response to the landing instruction may include steps A01 to A03:

[0074] Step A01, in response to a landing instruction, identifying a landing point of the aircraft according to the first multimodal fusion data to obtain a plurality of first landing points;

[0075] Step A02, calculating the safety factor of the first landing point by using a preset landing point risk calculation model;

[0076] Then, the aircraft landing system uses a preset target recognition algorithm to extract terrain features and image features from the terrain data and visual data in the first multimodal fusion data according to the first multimodal fusion data, and further screens out potential landing points based on the terrain features and image features, thereby identifying several landing points in the landing area, namely the first landing point. At the same time, the first landing point information is obtained, including the precise location of the landing point, the boundary information of the landing point, and the confidence level. Among them, the first landing point is a flat, obstacle-free landing area that meets the requirements for aircraft landing.

[0077] It should be noted that the preset target recognition algorithm refers to the target recognition algorithm that is pre-set in the aircraft landing system by relevant personnel based on the actual landing requirements of the aircraft, wherein the target recognition algorithm is an algorithm that has been trained and optimized by relevant personnel based on the landing data of the historical aircraft landing process, and can be an image matching and clustering algorithm based on monocular or binocular vision, or a target detection algorithm based on deep learning, etc. In this embodiment, the preset target recognition algorithm can be implemented by first acquiring an image of the landing point through the aircraft's visual sensor, and combining a monocular or binocular vision algorithm to construct information such as the spatial position and posture between the landing point and the aircraft, and then extracting features from the image of the landing point, and identifying the landing point using the extracted image features through the pre-trained image matching and clustering algorithm.

[0078] Then, in order to ensure the safety of the aircraft during landing, the aircraft landing system can combine the flight status information of the aircraft and the first landing point information, and use the pre-built landing point risk calculation model to confirm the safety risk of the multiple first landing points identified, and determine the safety factor of each first landing point. Among them, the specific design of the landing point risk calculation model is to first use statistical methods and the expert knowledge base in the field of aircraft to determine the key risk factors and their weights that affect the safety of the landing point; then, by analyzing the historical aircraft landing process data and combining the experience of aircraft experts, quantify the impact of factors such as flatness, obstacles, safety distance, area size, and weather on landing safety; then use mathematical modeling methods to combine the quantification methods of each risk factor with the weight to construct a landing point risk assessment model, such as using a weighted average method or a linear regression model to calculate the safety factor of each candidate landing point. Furthermore, machine learning algorithms can also be used to automatically learn risk factors from a large amount of historical data, optimize the landing point risk assessment model, and enable it to dynamically adjust the weights of each risk factor and the risk assessment criteria, thereby improving the adaptability and accuracy of the model. The expert knowledge base in the field of aircraft is combined to provide additional rules and constraints in the model to ensure reliable landing risk assessment results even in extreme environments, thereby achieving a more comprehensive quantitative assessment of the safety of the landing site.

[0079] Step A03, displaying the safety factor of the first landing point to the pilot through the display system, receiving the pilot's landing point selection instruction, and locking the target landing point from a plurality of first landing points.

[0080] Finally, in order to further improve the safety of landing, the target landing point can be screened in combination with the pilot's flight experience. The aircraft landing system displays all the first landing points and their corresponding safety factors to the pilot through the aircraft's display system, so that the pilot can select the safest and most suitable one from several first landing points as the target landing point, and send a landing point selection instruction to the aircraft landing system through other interactive methods such as touch display screen, voice or buttons. The aircraft landing system receives the pilot's landing point selection instruction, thereby selecting the target landing point and locking the target landing point.

[0081] It can be understood that after the landing point is locked, the aircraft landing system can immediately start the dynamic tracking function of the landing point to ensure continuous tracking of the position of the target landing point during the landing process of the aircraft.

[0082] It should be understood that when the landing point identified by the aircraft landing system is inaccurate, or the environmental conditions around the identified landing point are not suitable for landing, the pilot can override the control and manually reselect a new landing point, or restart the automatic landing point identification and locking program.

[0083] In this implementation, a preset target recognition algorithm is used to obtain the first landing point based on the surrounding environment information and flight status information of the aircraft, and the safety factor of the first landing point is calculated. Finally, combined with the pilot's experience and judgment, the target landing point of the aircraft is locked, and automatic recognition of the landing point can be achieved, which greatly reduces the pilot's operating pressure during the landing process, so that the aircraft can be automatically navigated and landed according to the target landing point.

[0084] Based on the above-mentioned aircraft landing system, the step of: planning the landing path of the aircraft based on the target landing point to obtain the landing path of the aircraft may also include steps B01 to B02:

[0085] Step B01, obtaining three-dimensional spatial information of the aircraft by solving the first multimodal fusion data;

[0086] It should be understood that the aircraft landing system can obtain the aircraft's surrounding environment information and flight status information in real time based on the first multimodal fusion data. The surrounding environment information refers to the terrain, obstacles, weather conditions and other environmental information around the aircraft that affect landing safety; the flight status information refers to the aircraft's speed, altitude, attitude (such as pitch angle, roll angle, yaw angle), acceleration, angular velocity, rotor attitude, and geographic location information (such as latitude and longitude, altitude) and other parameters related to the flight status.

[0087] The sensor integration system can obtain visual images during flight through multiple airborne cameras, infrared sensors, radars, lidars, temperature and humidity sensors, pressure sensors, etc., detect obstacles in the aircraft's surroundings, the terrain of the landing area, wind speed and direction and other meteorological data, and thus obtain information about the aircraft's surrounding environment. The sensor integration system can also determine the aircraft's geographical location through GPS sensors to obtain the aircraft's geographical information. At the same time, it also measures the aircraft's altitude, acceleration, angular velocity and other flight status parameters through sensors such as inertial measurement units and barometers to obtain flight status information.

[0088] In this embodiment, the aircraft landing system calculates the position and attitude information of the relevant airborne camera according to the camera image data in the first multimodal fusion data based on the visual pose calculation algorithm. At this time, the position and attitude information of the camera can represent the position and attitude information of the current aircraft in the landing area, and then obtain the three-dimensional precise position and attitude information between the aircraft and the landing point, that is, the three-dimensional space information. Among them, the visual pose calculation algorithm refers to an algorithm that estimates the position and attitude of the camera in the three-dimensional space through the image data obtained by the camera. In this embodiment, the visual pose calculation algorithm can be SolvePnP, RANSAC, an end-to-end pose estimation method based on a deep convolutional neural network, a SLAM (Simultaneous Localization and Mapping) algorithm, etc.

[0089] Step B02, based on the target landing point, surrounding environment information, flight status information and three-dimensional space information, the paths of the cruising flight phase, the tilt transition phase and the vertical landing phase of the aircraft are planned separately, and the corresponding cruising flight path, the tilt transition flight corridor, the tilt transition path and the vertical landing path are obtained respectively.

[0090] It should be noted that the preset path planning algorithm refers to an algorithm that is pre-optimized by relevant personnel based on actual aircraft landing requirements and is used to plan the optimal path for the aircraft to safely transition from a flight state to a landing state and stably park in a landing area. In this embodiment, the path planning algorithm can be a shortest path algorithm, a genetic algorithm, a reinforcement learning algorithm, a model predictive control algorithm, an A* search algorithm, a Dijkstra algorithm, etc.

[0091] In this embodiment, the preset path planning algorithm can be implemented specifically by the following method: first, a flight environment model including the spatial position information of the target landing point and the aircraft, the surrounding buildings and obstacles of the target landing point, and the no-fly zone is established, and then the path planning algorithm is constructed by comprehensively considering factors such as path distance, path obstacle avoidance requirements, path-related energy consumption, and path time as the cost of the flight path, so that the path planning algorithm searches for possible flight paths in the flight environment model, and selects the optimal path from all possible flight paths in combination with the principle of minimum path cost. At the same time, real-time environmental data (such as wind speed and meteorological information) also needs to be dynamically input into the path planning algorithm to cope with environmental changes and adjust the path planning. Further, the preset path planning algorithm can also include a path optimization process, such as implementing path planning based on dynamic programming or evolutionary algorithms. For example, in dynamic programming, the path planning problem is decomposed into multiple sub-problems, each sub-problem will be solved independently, and its solution will be used as the input of the next sub-problem, thereby gradually optimizing the entire planning path and obtaining the optimal planning path. Alternatively, an evolutionary algorithm can be used to generate multiple candidate solutions for planning paths by simulating the process of natural selection and genetic variation, evaluate the performance of the path (such as energy consumption, safety, etc.), and then select the optimal solution or combine these candidate solutions to generate a better planning path.

[0092] Specifically, refer to Figure 5 The aircraft landing system divides the landing path of the aircraft according to the flight phase, and obtains the landing paths corresponding to the cruise flight phase, the tilt transition phase, and the vertical landing phase. Figure 5 The hexagonal pattern with the letter 'H' in it represents the target landing point of the aircraft. Figure 5 In the figure, we can see that the aircraft first confirms the target landing point during the cruise flight phase, and then follows the tilt path ( Figure 5 The aircraft automatically navigates to the top of the target landing point, hovers, and finally lands vertically at the target landing point.

[0093] First, based on the precise three-dimensional spatial position information of the target landing point and the aircraft, the real-time meteorological data related to the aircraft, and the information of surrounding buildings and obstacles of the target landing point, combined with the current flight status information, the preset path planning algorithm is used to plan the path of the aircraft during the cruise flight phase, ensuring that after the aircraft adjusts its flight status during the cruise flight phase, it can safely and smoothly enter the tilt transition phase, thereby obtaining the cruise flight path.

[0094] Then, according to the precise three-dimensional spatial position information of the target landing point and the aircraft, combined with the current flight status information and the historical tilt transition data of the aircraft during landing, considering the aircraft's rotor lift characteristic limitation, power limitation, maximum tilt angle limitation and other constraints, the preset path planning algorithm is used to obtain the best three-dimensional spatial channel in the tilt transition stage, that is, the tilt transition flight corridor. Figure 5 The narrow passage in the tilt transition phase of the aircraft. When the aircraft performs a tilt transition in the tilt transition flight corridor, the landing safety of the aircraft can be maximized.

[0095] Then, during the tilt transition phase, based on the precise three-dimensional spatial position information of the target landing point and the aircraft, the real-time meteorological data related to the aircraft, and the information on surrounding buildings and obstacles of the target landing point, combined with the current flight status information, the optimal flight path of the aircraft within the tilt transition flight corridor is selected to obtain the tilt transition path.

[0096] Finally, based on the precise three-dimensional spatial position information of the target landing point and the aircraft, the real-time meteorological data related to the aircraft, and the information on surrounding buildings and obstacles of the target landing point, combined with the current flight status information, the preset path planning algorithm is used to plan the path of the aircraft during the vertical landing phase to ensure that the aircraft can safely land vertically to the landing point on the ground, thereby obtaining a vertical landing path.

[0097] Step S120, predicting the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory;

[0098] Understandably, in an urban air traffic environment, eVTOL aircraft may face route conflicts caused by other aircraft. In order to further improve the safety of landing, the aircraft landing system can predict the flight trajectory of the aircraft in the future to further confirm whether there is a deviation from the landing path, so as to facilitate the aircraft's immediate adjustment and help the aircraft make real-time adjustments, such as attitude control and obstacle avoidance, to avoid temporary obstacles or emergencies and ensure the safe landing of the aircraft.

[0099] Specifically, the aircraft landing system obtains the precise location information of the target landing point based on the locked target landing point, obtains the precise location information of the aircraft based on the flight status information of the aircraft, obtains the spatial location information between the aircraft and the target landing point through the precise location information of the target landing point and the aircraft, and uses one or more algorithms to predict the future short-term flight trajectory of the aircraft based on the current flight status within a preset time in the current three-dimensional space (for example, a three-dimensional space with the target landing point or the position of the aircraft as the origin), that is, the predicted flight trajectory. When predicting the future short-term trajectory of the aircraft, it is necessary to consider the relevant aerodynamic characteristics of the aircraft during the flight, as well as the influence of surrounding environmental factors (such as wind speed, wind direction, air pressure, etc.) on the flight trajectory. Among them, the preset time can be pre-set by relevant personnel based on actual flight needs.

[0100] Among them, the algorithm for predicting the flight trajectory can be a machine learning algorithm driven by historical flight data, or it can be an aircraft dynamics model constructed based on the actual physical characteristics and structure of the aircraft, as well as the performance limitations of the aircraft.

[0101] Step S130, evaluating the flight state of the aircraft in the tilt transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result;

[0102] Step S140: Based on the first evaluation result, a go-around decision is made for the aircraft to determine whether to control the aircraft to make a go-around to ensure a safe landing of the aircraft.

[0103] Finally, based on the planned landing path and the predicted flight trajectory, the deviation between the flight trajectory and the landing path of the aircraft in the future is determined, and the flight state of the aircraft in the tilt transition phase is evaluated to confirm whether the flight state of the aircraft in the tilt transition phase can land safely, and obtain the first evaluation result. Then, based on the first evaluation result, a series of go-around decision processing is performed on the aircraft, including confirming whether there is a deviation in the path and whether it can normally enter the vertical landing phase from the tilt transition phase, so as to confirm whether to control the aircraft to go around to ensure the safe landing of the aircraft.

[0104] It should be understood that although the aircraft landing system can be responsible for most flight tasks, the pilot still needs to be ready to take over the flight control of the aircraft at any time and should ensure that the backup aircraft landing system is in an available state.

[0105] The present embodiment provides an aircraft landing method, which determines a target landing point of the aircraft in response to a landing instruction, and plans a landing path of the aircraft based on the target landing point to obtain the landing path of the aircraft; predicts the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory; evaluates the flight status of the aircraft in a tilt transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; and performs a go-around decision processing on the aircraft based on the first evaluation result to confirm whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft.

[0106] The present application determines the target landing point of the aircraft in response to the landing instruction through the landing path planning module, and automatically plans the landing path of the aircraft through the target landing point; at the same time, the trajectory prediction module predicts the flight trajectory in combination with the flight status information of the aircraft to obtain the predicted flight trajectory; finally, the flight status of the aircraft in the tilt transition phase is evaluated through the go-around decision module according to the planned landing path and the predicted flight trajectory, and the aircraft is subject to go-around decision processing to confirm whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft, thereby enhancing the automated navigation and landing capability of the aircraft, and enhancing the safety of the aircraft's landing through the go-around decision module, while also reducing the pilot's operating burden.

[0107] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can refer to the above introduction, and will not be repeated later. Figure 2 , the first multimodal fusion data includes camera image data, and the step B01 includes steps S210 to S220:

[0108] Step S210, obtaining the first spatial position and attitude information of the aircraft according to the camera image data by using a monocular vision posture solving algorithm;

[0109] Step S220, using a nonlinear optimization algorithm and the flight status information, optimize and correct the first spatial position and attitude information to obtain the three-dimensional spatial information of the aircraft.

[0110] In order to further improve the accuracy and safety of aircraft landing, the aircraft landing system can further improve the accuracy of the aircraft's three-dimensional spatial information.

[0111] Specifically, the aircraft landing system first obtains feature points around the target landing point from the camera image data and radar data, and performs feature matching with the image data obtained by the onboard camera, so as to obtain the two-dimensional image feature points corresponding to the target landing point. Through the known three-dimensional information of the target landing point, the three-dimensional point coordinate information of the target landing point and the corresponding two-dimensional image point information are further obtained.

[0112] Then, the three-dimensional point coordinate information and corresponding two-dimensional image point information related to the target landing point, as well as the camera intrinsic parameter matrix (including focal length, optical center position, distortion parameters, etc.) of the camera are input into the monocular vision pose solution algorithm to solve the rotation matrix and translation vector of the airborne camera, thereby obtaining the three-dimensional spatial position and attitude information of the aircraft relative to the target landing point, that is, the first spatial position and attitude information of the aircraft.

[0113] Then, the position and attitude optimization algorithm, i.e., nonlinear optimization algorithm, is used to further optimize the first spatial position and attitude information of the aircraft to reduce the position and attitude deviation caused by noise or error. At the same time, the positioning information, longitude and latitude information, altitude information, aircraft attitude information, etc. in the flight status information are used to further correct the position and attitude.

[0114] This embodiment provides an aircraft landing method, which uses a monocular vision posture solving algorithm to solve the first spatial position and attitude information of the aircraft, and then uses a nonlinear optimization algorithm and the flight state information to optimize and correct the first spatial position and attitude information, which can further improve the accuracy of the three-dimensional spatial information of the aircraft, so that subsequent path planning can be performed based on more accurate three-dimensional spatial information of the aircraft. Combined with the automatic navigation capability of the aircraft, the accuracy and safety of the aircraft landing are further improved, and the operating burden of the pilot is reduced.

[0115] Based on the first and / or second embodiments of the present application, in the third embodiment of the present application, the same or similar contents as those in the first and / or second embodiments can be referred to the above description, and will not be described in detail later. In the aircraft landing system, the tilt transition flight corridor includes a tilt transition flight corridor window. Based on the aircraft landing system, the predicted flight trajectory includes a predicted hovering point. Please refer to Figure 3 , after the above step S130, further comprising steps S310 to S330:

[0116] Step S310, when the aircraft is in the cruise flight phase, adjusting the flight state of the aircraft based on the cruise flight path and the predicted flight trajectory to ensure that the flight state can enter the tilt transition flight corridor window;

[0117] Specifically, refer to Figure 5When the aircraft is in the cruise flight phase during the landing process, the aircraft needs to first adjust its flight state according to the cruise flight path and the predicted flight trajectory when approaching the landing point, including first flying level to reduce the flight speed, and then gradually lowering the flight altitude to perform a descending flight, such as a straight descent flight or a rolling descent flight, to ensure that the adjusted flight state of the aircraft meets the conditions for entering the tilt transition phase.

[0118] It should be understood that in order to ensure the landing safety of the aircraft, the pilot needs to communicate with the air traffic control during the cruising flight phase of the aircraft to report the aircraft position and planned landing action to ensure the safety of the surrounding airspace.

[0119] Step S320, when the aircraft is in the tilt transition stage, and the first evaluation result is that the predicted hovering point is in the vertical landing area, controlling the aircraft to fly according to the tilt transition path, and controlling the aircraft to be in a vertical state with the target landing point by adjusting the flight state of the aircraft in real time, so as to achieve hovering of the aircraft;

[0120] It should be noted that the tilt transition flight corridor is composed of multiple tilt transition flight corridor windows. The tilt transition flight corridor window refers to the speed range that limits the aircraft to be able to fly safely and stably at different tilt angles at a certain point during the tilt transition process.

[0121] The predicted flight trajectory during the tilt transition phase reaches the end point of the vertical landing area, that is, the predicted hovering point; the vertical landing area refers to the three-dimensional space area where the aircraft can land vertically at the target landing point. The vertical landing area can be a vertical three-dimensional space corresponding to the landing point area, or a funnel-shaped space with an allowable error range.

[0122] Specifically, when the aircraft is in the tilt transition phase, and the first evaluation result is that the predicted hovering point is in the vertical landing area, such as Figure 5 As shown, the aircraft needs to glide during the tilt transition phase, so after the aircraft enters the tilt transition flight corridor window, the aircraft landing system needs to adjust the tilt angle of the aircraft's rotating rotor, automatically configure the rotor's thrust ratio and rotor speed, so as to control the aircraft's glide speed and glide slope, thereby controlling the aircraft to fly in the tilt transition flight corridor according to the planned tilt transition path. At the same time, through the real-time predicted flight trajectory, the deviation between the predicted flight trajectory and the planned tilt transition path is obtained, and the aircraft is automatically controlled to adjust the flight state through the deviation to ensure that the aircraft can smoothly hover in the vertical landing area above the landing point area.

[0123] Step S330, when the aircraft is in the vertical landing stage, the height, position and attitude of the aircraft are adjusted based on the vertical landing path and the predicted flight trajectory to control the aircraft to land.

[0124] Specifically, refer to Figure 5 When the aircraft hovers in the vertical landing area during the landing process, the aircraft enters the vertical landing phase. At this time, the aircraft landing system can adjust its position according to the locked target landing point to ensure that it can land smoothly at the target landing point. At the same time, according to the vertical landing path, the height of the aircraft is precisely controlled, and combined with the predicted flight trajectory, the aircraft is controlled to further adjust its height and position to ensure that the aircraft can land vertically at the target landing point.

[0125] At the same time, when the aircraft is near the target landing point, the aircraft landing system controls the aircraft to adjust its flight attitude, controls the aircraft to slowly contact the ground, achieves a soft landing, and further improves the accuracy and safety of the aircraft's landing.

[0126] Understandably, after the aircraft successfully lands, the aircraft landing system prompts the pilot to perform a safety check to confirm whether the current landing system data and the status of the aircraft are normal.

[0127] This embodiment provides an aircraft landing method, by adjusting the flight state of the aircraft based on the cruise flight path and the predicted flight trajectory when the aircraft is in the cruise flight phase, ensuring that the flight state can enter the tilt transition flight corridor window; when the aircraft is in the tilt transition phase, adjusting the rotor of the aircraft based on the tilt transition flight corridor and the tilt transition path, controlling the descent speed and descent slope of the aircraft, and adjusting the flight state of the aircraft in combination with the predicted flight trajectory to ensure that the aircraft flies in the tilt transition flight corridor; when the aircraft is in the vertical landing phase, adjusting the height, position and attitude of the aircraft based on the vertical landing path and the predicted flight trajectory to control the aircraft to land. Through the above scheme, the present application can realize the control and guidance of the aircraft to automatically land according to the landing path according to the planned cruising flight phase, tilt transition phase, and vertical landing phase landing path and the real-time predicted flight trajectory, thereby realizing the automatic navigation landing of the aircraft, effectively improving the accuracy and safety of the aircraft landing, and at the same time reducing the operating burden of the pilot.

[0128] Based on the third embodiment of the present application, in the fourth embodiment of the present application, the same or similar contents as those in the above-mentioned third embodiment can be referred to the above introduction and will not be repeated later.

[0129] The aircraft landing system, before the aircraft enters the tilt transition phase, the go-around decision module is also used to evaluate the flight status of the aircraft based on the cruise flight path and the predicted flight trajectory, confirm whether the flight status meets the flight status conditions for entering the tilt transition flight corridor window, and obtain a second evaluation result.

[0130] The aircraft includes a flight control system. Before the aircraft enters the tilt transition phase, the go-around decision module is further configured to evaluate the surrounding environment information to confirm whether a preset tilt transition environment condition is met when the second evaluation result indicates that the flight state meets the flight state condition for entering the tilt transition flight corridor window;

[0131] When the surrounding environment information meets the preset tilt transition environment conditions, the flight control system controls the aircraft to automatically enter the tilt transition flight corridor window; and / or

[0132] When the surrounding environment information meets the preset tilt transition environment conditions, an operation confirmation prompt is provided to the pilot, and a first confirmation instruction from the pilot is received, and the aircraft is controlled to enter the tilt transition flight corridor window.

[0133] Based on the above aircraft landing system, please refer to Figure 4 , before the above step S140, including steps S410 to S440:

[0134] Step S410, before the aircraft enters the tilt transition phase, based on the cruise flight path and the predicted flight trajectory, the flight state of the aircraft is evaluated to confirm whether the flight state satisfies the flight state condition for entering the tilt transition flight corridor window;

[0135] Step S420, when the flight state satisfies the flight state condition for entering the tilt transition flight corridor window, the surrounding environment information is evaluated to confirm whether the preset tilt transition environment condition is met;

[0136] During the tilting process of the aircraft, the rotor tilt angle will change, resulting in significant changes in the aircraft's aerodynamic force and torque, affecting the aircraft's attitude and stability, and further causing the aircraft to easily vibrate during the tilting process. Among them, aerodynamic force is the force exerted by air on the aircraft's wing surface. The magnitude and direction of aerodynamic force depends on the shape, size, angle of attack of the wing surface, and the speed and direction of the incoming flow.

[0137] In order to improve the safety of the aircraft during the tilt transition phase, therefore, in this embodiment, the aircraft landing system needs to conduct a comprehensive assessment of the aircraft's flight status and surrounding environment information based on the cruise flight path and the predicted flight trajectory before the aircraft enters the tilt transition phase, and confirm whether the current aircraft's flight status meets the flight status conditions for entering the tilt transition flight corridor window, and whether the surrounding environment information meets the preset tilt transition environment conditions. Among them, the flight status conditions for entering the tilt transition flight corridor window include aircraft speed conditions, attitude conditions, power conditions, altitude conditions and other restrictions, and the preset tilt transition environment conditions refer to the meteorological conditions and airspace safety conditions set by relevant personnel based on the actual aircraft landing requirements.

[0138] Among them, the aircraft speed condition means that the speed of the aircraft needs to be within the speed range limited by the tilt transition flight corridor window corresponding to the current aircraft tilt angle. The attitude condition means that the attitude angle of the aircraft (such as pitch angle, roll angle and yaw angle) needs to be maintained within a certain stable range to avoid the aircraft from losing control during the tilt process. The power condition refers to the maximum limited power that the aircraft's engine or motor can support the aircraft's tilt and stable flight. The altitude condition refers to the altitude range that the aircraft needs to meet before entering the tilt transition flight corridor window to ensure that there is enough space for tilt operations.

[0139] Among them, meteorological conditions refer to the requirements for meteorological factors such as wind speed, wind direction, temperature, air pressure, visibility, and cloud height that affect the visual identification of aircraft. Since severe weather such as strong winds, thunderstorms, and low visibility will have an adverse effect on the aircraft's tilt transition process, it is necessary to avoid situations that are not suitable for automatic landing of the aircraft in advance. The airspace safety condition is the requirement that there are no other aircraft and obstacles in the airspace occupied by the aircraft during the tilt transition process. It should be understood that the flight state conditions for entering the tilt transition flight corridor window can be further calculated through the tilt transition flight corridor obtained above, combined with multiple constraints such as the aircraft's rotor lift characteristic limitation, power limitation, and maximum tilt angle limitation. At the same time, the preset tilt transition environment conditions can be obtained by relevant personnel based on historical flight data and flight experience, and preset in the aircraft landing system.

[0140] Step S430, when the surrounding environment information meets the preset tilt transition environment conditions, the flight control system controls the aircraft to automatically enter the tilt transition flight corridor window; and / or

[0141] Step S440, when the surrounding environment information meets the preset tilt transition environment conditions, an operation confirmation prompt is provided to the pilot, and a first confirmation instruction from the pilot is received, and the aircraft is controlled to enter the tilt transition flight corridor window.

[0142] Specifically, before the aircraft enters the tilt transition phase, the current flight state of the aircraft has met the flight state conditions for entering the tilt transition flight corridor window, and the surrounding environment information has also met the preset tilt transition environment conditions. The aircraft landing system can automatically control the aircraft to enter the tilt transition flight corridor window through the aircraft's flight control system.

[0143] To further improve the safety of the aircraft during landing, after the surrounding environment information meets the preset tilt transition environmental conditions, the aircraft landing system can also combine the pilot's flight experience to provide the pilot with a "confirm operation" button or touch key or voice prompt, so that the pilot can judge whether to let the aircraft landing system control the aircraft to enter the tilt transition flight corridor window, thereby officially starting the tilt transition.

[0144] When the pilot confirms that the aircraft landing system should control the aircraft to enter the tilt transition flight corridor window, the first confirmation instruction is sent to the aircraft landing system by interacting with the aircraft landing system, so that the aircraft landing system receives the first confirmation instruction from the pilot and controls the aircraft to enter the tilt transition flight corridor window.

[0145] Furthermore, in the aircraft landing system, before the aircraft enters the tilt transition phase, the go-around decision module is also used to provide a go-around warning to the pilot when the second evaluation result is that the flight state does not meet the flight state conditions for entering the tilt transition flight corridor window; and / or when the surrounding environment information does not meet the preset tilt transition environment conditions, provide a go-around warning to the pilot.

[0146] It should be understood that before the aircraft enters the tilt transition phase, the current flight state of the aircraft does not meet the flight state conditions for entering the tilt transition flight corridor window, and / or the surrounding environment information does not meet the preset tilt transition environment conditions. The aircraft landing system can provide the pilot with a prompt of "not meeting the conditions for entering the tilt transition flight corridor window" and provide a go-around warning to enable the pilot to override the control and manually adjust the flight state of the aircraft or perform a go-around operation through the aircraft's control unit (such as a joystick, etc.).

[0147] It should be understood that if the current flight state of the aircraft does not meet the flight state conditions for entering the tilt transition flight corridor window, the aircraft landing system may also automatically readjust the flight state of the aircraft until it meets the flight state conditions for entering the tilt transition flight corridor window.

[0148] This embodiment provides an aircraft landing method. Before the aircraft enters the tilt transition phase, it is confirmed whether the flight status and surrounding environment information of the aircraft meet the flight status conditions for entering the tilt transition flight corridor window and the preset tilt transition environment conditions. Combined with the pilot's experience, it is further decided whether to perform the tilt transition of the aircraft, thereby ensuring the accuracy and safety of the aircraft landing, and at the same time reducing the pilot's operating burden.

[0149] Based on the first embodiment and / or the second embodiment and / or the third embodiment of the present application, in the fifth embodiment of the present application, the same or similar contents as those of the above-mentioned embodiment one, embodiment two and / or embodiment three can be referred to the above introduction and will not be repeated later.

[0150] In the aircraft landing system, the trajectory prediction module includes a hovering point prediction module, and the hovering point prediction module is used to predict the hovering point of the aircraft before entering the vertical landing phase and obtain the predicted hovering point;

[0151] When the aircraft is in the tilt transition phase, the go-around decision module is further used to evaluate whether the predicted hovering point is within the vertical landing area and obtain a first evaluation result;

[0152] When the first evaluation result indicates that the predicted hovering point is within the vertical landing area, controlling the aircraft to fly according to the tilt transition path, and controlling the aircraft to be in a vertical state with respect to the target landing point by adjusting the flight state of the aircraft in real time, so as to achieve hovering of the aircraft;

[0153] When the first evaluation result is that the predicted hovering point is not within the vertical landing area, providing a missed approach warning to the pilot; and / or

[0154] When the aircraft is in the tilt transition phase, the go-around decision module is further used to evaluate whether the deviation between the tilt transition path and the predicted flight trajectory exceeds a preset first threshold value, and obtain a first evaluation result;

[0155] When the first evaluation result indicates that the deviation exceeds a preset first threshold, a path deviation prompt is given to the pilot, an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

[0156] Based on the above-mentioned aircraft landing system, the predicted flight trajectory includes a predicted hovering point, and the step S130 includes step S510:

[0157] Step S510, before the aircraft enters the vertical landing phase, confirming whether the predicted hovering point is within the vertical landing area;

[0158] The step S140 includes steps S520 to S530:

[0159] Step S520, when the predicted hovering point is within the vertical landing area, controlling the aircraft to fly according to the tilt transition path, and controlling the aircraft to be in a vertical state with respect to the target landing point by adjusting the flight state of the aircraft in real time, so as to achieve hovering of the aircraft;

[0160] Step S530: When the predicted hovering point is not within the vertical landing area, providing a go-around warning to the pilot.

[0161] Specifically, before the aircraft enters the vertical landing phase, the aircraft landing system needs to confirm whether the predicted flight trajectory during the tilt transition phase reaches the end point of the vertical landing area, that is, the predicted hovering point, within the vertical landing area, where the vertical landing area refers to the three-dimensional space area where the aircraft can land vertically at the target landing point. The vertical landing area can be a vertical three-dimensional space corresponding to the landing point area, or a funnel-shaped space with an allowable error range.

[0162] When the predicted hovering point is within the vertical landing area, the aircraft landing system controls the aircraft to fly along the tilt transition path, and adjusts the flight state of the aircraft in real time based on the predicted flight trajectory to ensure that the aircraft flies along the controlled tilt transition path.

[0163] When the aircraft approaches the predicted hovering point, the aircraft landing system fine-tunes the position and attitude of the aircraft by predicting the position and altitude of the hovering point, thereby controlling the aircraft to be in a vertical state with the target landing point to achieve hovering of the aircraft.

[0164] When the predicted hovering point is not within the vertical landing area, the aircraft landing system provides the pilot with a prompt that "the predicted hovering point is not within the vertical landing area" and provides a go-around warning, so that the pilot can perform override control, and the display system allows the pilot to visually confirm the specific deviation of the predicted hovering point. The pilot can determine whether to perform override control based on the specific deviation, that is, manually adjust the flight state of the aircraft through the aircraft's control unit (such as a joystick, etc.) when necessary, and change the predicted flight trajectory so that the predicted hovering point falls within the vertical landing area.

[0165] Furthermore, the method further comprises steps SC01-SC02:

[0166] Step SC01, when the aircraft is in a tilt transition phase, evaluating whether a deviation between the tilt transition path and the predicted flight trajectory exceeds a preset first threshold, and obtaining a first evaluation result;

[0167] Step SC02: when the first evaluation result indicates that the deviation exceeds a preset first threshold, a path deviation prompt is given to the pilot, an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

[0168] It is understandable that during the landing process of the aircraft, whether in the tilt transition phase or the vertical landing phase, the pilot should have the highest control of the aircraft to ensure the safety of the aircraft when the aircraft landing system fails or cannot handle emergencies.

[0169] It should be noted that the preset first threshold refers to the maximum allowable deviation value of the tilt transition path pre-set by relevant personnel based on the actual aircraft landing safety requirements and landing flight experience. Override control refers to the operation in which the pilot manually takes over the control of the aircraft flight to ensure flight safety and smooth landing when the aircraft landing system is unable to handle or respond to an emergency.

[0170] Specifically, during the tilt transition phase of the aircraft, when the deviation between the planned tilt transition path and the predicted tilt transition path of the aircraft exceeds a preset first threshold, the pilot is provided with a prompt of the path deviation through deviation display or voice broadcast on the aircraft's display screen, so that the pilot can confirm whether to perform override control. The flight state of the aircraft is adjusted through the control unit so that the predicted flight trajectory approaches the tilt transition path. The pilot can then decide whether to intervene in the operation based on the specific deviation situation.

[0171] During the roll transition phase of the landing process, if there is a deviation between the planned landing path and the predicted flight trajectory, and the pilot is prompted with the path deviation, when the pilot confirms the need for override control, the system interacts with the aircraft landing system and sends an override control instruction to the aircraft landing system, so that the aircraft landing system receives the pilot's override control instruction and adjusts the flight state of the aircraft according to the override control instruction.

[0172] It should be understood that when the aircraft landing system hardware or software fails, such as sensor failure, communication interruption, computer crash, etc., the pilot can override the control and manually control the flight state of the aircraft to perform a manual landing.

[0173] This embodiment provides an aircraft landing method, which confirms whether the predicted hovering point is within the vertical landing area or whether the trajectory deviation exceeds a threshold before the aircraft enters the vertical landing phase, and further determines whether to continue the tilt transition of the aircraft and then hover based on the pilot's experience, thereby achieving automatic navigation and landing of the aircraft, effectively improving the accuracy and safety of the aircraft's landing, and at the same time reducing the pilot's operating burden.

[0174] Based on the fifth embodiment of the present application, in the sixth embodiment of the present application, the same or similar contents as those in the above-mentioned fifth embodiment can be referred to the above introduction and will not be repeated later.

[0175] The aircraft includes a flight control system. When the aircraft is in hovering, the go-around decision module is further used to confirm whether the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions; when the surrounding environment information and the flight status information of the aircraft do not meet the preset vertical landing conditions, provide a go-around warning to the pilot; when the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, control the aircraft to automatically enter the vertical landing stage through the flight control system; and / or when the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, provide an operation confirmation prompt to the pilot, receive a second confirmation instruction from the pilot, and control the aircraft to enter the vertical landing stage.

[0176] The aircraft landing method further includes steps S610 to S640:

[0177] Step S610, when the aircraft is in hovering, confirming whether the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions;

[0178] Step S620, when the surrounding environment information and the flight status information of the aircraft do not meet the preset vertical landing condition, providing a missed approach warning to the pilot;

[0179] Step S630, when the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, the flight control system controls the aircraft to automatically enter the vertical landing phase;

[0180] and / or step S640, when the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, providing an operation confirmation prompt to the pilot, receiving a second confirmation instruction from the pilot, and controlling the aircraft to enter the vertical landing phase;

[0181] It should be noted that the preset vertical landing conditions refer to the flight altitude, speed, attitude and other conditions of the vertical landing aircraft, as well as the surrounding environmental conditions of the landing area, which are pre-set by relevant personnel based on the actual landing requirements of the aircraft, flight experience, relevant laws and regulations, industry rules, etc. Among them, environmental conditions refer to the safety conditions of the landing area set by relevant personnel based on the actual landing requirements of the aircraft. Among them, the safety conditions of the landing area include the ground conditions of the landing area, which refer to the requirements for factors such as the flatness, hardness, obstacles, and personnel activities of the ground.

[0182] Specifically, after the aircraft is in hovering, the aircraft landing system needs to obtain the surrounding environment information of the target landing point through the aforementioned surrounding environment information before the aircraft enters the vertical landing phase, and conduct a comprehensive assessment of the surrounding environment information of the target landing point and the flight status of the aircraft to confirm whether the preset vertical landing conditions are met.

[0183] Only when the surrounding environment information of the target landing point and the flight status information of the aircraft meet the preset vertical landing conditions, the aircraft landing system can automatically control the aircraft to enter the vertical landing phase through the aircraft's flight control system and perform automatic landing.

[0184] To further improve the safety of the aircraft during landing, after the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, the aircraft landing system can also combine the pilot's flight experience to provide the pilot with a "confirm operation" button or touch key or voice prompt, etc., so that the pilot can determine whether to let the aircraft landing system control the aircraft to enter the vertical landing stage, thereby officially starting the vertical landing.

[0185] When the pilot confirms that the aircraft landing system should control the aircraft to enter the vertical landing phase, the second confirmation instruction is sent to the aircraft landing system by interacting with the aircraft landing system, so that the aircraft landing system receives the second confirmation instruction from the pilot and controls the aircraft to enter the vertical landing phase.

[0186] It should be understood that after the aircraft is in hover, when the surrounding environment information of the target landing point and the flight status information of the aircraft do not meet the preset vertical landing conditions, the aircraft landing system can provide the pilot with a prompt of "the preset vertical landing conditions are not met" and a go-around warning, so that the pilot can override the control and manually adjust the flight status of the aircraft or perform a go-around operation through the aircraft's control unit (such as a joystick, etc.).

[0187] This embodiment provides an aircraft landing method. After the aircraft hovers in a vertical landing area, it confirms whether the surrounding environment information and the aircraft's flight status information meet the preset vertical landing conditions, and further determines whether to perform the vertical landing of the aircraft based on the pilot's experience, thereby achieving automatic navigation and landing of the aircraft, effectively improving the accuracy and safety of the aircraft's landing, and at the same time reducing the pilot's operating burden.

[0188] Based on the sixth embodiment of the present application, in the seventh embodiment of the present application, the same or similar contents as those in the above-mentioned sixth embodiment can be referred to the above introduction and will not be repeated later.

[0189] In the aircraft landing system, when the aircraft is in the vertical landing phase and the deviation between the vertical landing path and the predicted flight trajectory exceeds a preset second threshold, the go-around decision module is further used to prompt the pilot of the path deviation, receive the pilot's override control instruction, and adjust the flight state of the aircraft based on the override control instruction.

[0190] Based on the above aircraft landing system, the method further includes step S710:

[0191] Step S710, when the aircraft is in the vertical landing stage, and the deviation between the vertical landing path and the predicted flight trajectory exceeds a preset second threshold, a path deviation prompt is given to the pilot, and an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

[0192] It is understandable that during the landing process of the aircraft, whether in the tilt transition phase or the vertical landing phase, the pilot should have the highest control of the aircraft to ensure the safety of the aircraft when the aircraft landing system fails or cannot handle emergencies.

[0193] It should be noted that the preset second threshold refers to the maximum allowable deviation value of the vertical path pre-set by relevant personnel based on the actual aircraft landing safety requirements and landing flight experience. Override control refers to the operation in which the pilot manually takes over the control of the aircraft flight to ensure flight safety and smooth landing when the aircraft landing system is unable to handle or respond to an emergency.

[0194] During the vertical landing phase of the aircraft, when the deviation between the planned vertical landing path and the predicted vertical landing path of the aircraft exceeds a preset second threshold, the pilot is provided with a prompt of the path deviation through the aircraft's display screen or voice broadcast, so that the pilot can confirm whether to perform override control and adjust the aircraft's flight state through the control unit so that the predicted flight trajectory approaches the tilt transition path. The pilot can then decide whether to intervene in the operation based on the specific deviation situation.

[0195] During the vertical landing phase of the landing process, if there is a deviation between the planned landing path and the predicted flight trajectory, and the pilot is prompted with the path deviation, when the pilot confirms the need for override control, the aircraft landing system interacts with the aircraft landing system and sends an override control instruction to the aircraft landing system, so that the aircraft landing system receives the pilot's override control instruction and adjusts the flight state of the aircraft according to the override control instruction.

[0196] It should be understood that when the aircraft landing system hardware or software fails, such as sensor failure, communication interruption, computer crash, etc., the pilot can override the control and manually control the flight state of the aircraft to perform a manual landing.

[0197] This embodiment provides an aircraft landing method, which can effectively reduce the pilot's operating burden and further improve the accuracy and safety of aircraft landing by detecting the deviation between the planned landing path and the predicted flight trajectory when the aircraft is in the vertical landing phase, and by detecting whether the deviation exceeds a preset threshold, prompting the pilot to perform override control.

[0198] Based on the first embodiment and / or the second embodiment and / or the third embodiment and / or the fourth embodiment and / or the fifth embodiment and / or the sixth embodiment and / or the seventh embodiment of the present application, in the eighth embodiment of the present application, the same or similar contents as those in the above-mentioned embodiments 1, 2, 3, 4, 5, 6 and / or 7 can be referred to the above introduction and will not be described in detail later. On this basis, the aircraft landing system includes a display system, and the method further includes the following steps:

[0199] The display system at least displays the landing path and predicted flight trajectory of the aircraft to assist the pilot in monitoring and adjusting the landing process of the aircraft, wherein the display system includes at least one of a primary flight display, a head-up display, and a multi-function display.

[0200] Specifically, the aircraft landing system displays at least the landing path and predicted flight trajectory of the aircraft through a display system, so as to ensure that the pilot obtains relevant flight information, thereby helping to reduce the pilot's driving burden, and also helping to improve the pilot's situational awareness and assisted landing capabilities, thereby improving the overall safe landing capability.

[0201] Before planning the landing path for the aircraft, the aircraft landing system can display the landing point identified in the current aircraft surrounding scene through the head-up display (HUD) by visual overlay, so that the pilot can lock the final target landing point. The image of the head-up display is formed on the windshield at the front end of the aircraft fuselage.

[0202] When the aircraft is in the tilt transition stage, the aircraft landing system can display the relevant information of the tilt transition guidance to the pilot through the aircraft's primary flight display (PFD) so that the pilot can monitor the flight status of the aircraft in real time. The relevant information of the tilt transition guidance includes the tilt transition flight corridor window, the locked landing point area, and the predicted hovering point. The aircraft landing system can also allow the pilot to visually confirm whether the predicted hovering point is within the landing point area through the display system. When a deviation occurs, the pilot can determine whether to intervene in the operation based on the deviation, that is, to make manual adjustments through the aircraft's control unit (such as a joystick, etc.) when necessary. At the same time, the aircraft landing system can display the planned trajectory and predicted trajectory of the tilt transition stage through a multi-function display (MFD, Multi-Function Display), where different colors can be used to distinguish the planned trajectory and the predicted trajectory.

[0203] When the aircraft is in the vertical landing phase, the aircraft landing system can also display the planned trajectory and predicted trajectory of the vertical landing phase through the head-up display HUD to assist the pilot in real-time monitoring and adjustment of the vertical landing of the aircraft.

[0204] It should be understood that the display objects of the above-mentioned display system include but are not limited to relevant data of flight status, geographical information such as obstacles and landing area terrain, and real-time surrounding environment information such as meteorological data information.

[0205] This embodiment provides an aircraft landing method, which displays at least the landing path and predicted flight trajectory of the aircraft to the pilot through a display system, so as to assist the pilot in real-time monitoring and adjustment of the landing process of the aircraft, thereby further improving the accuracy and safety of the aircraft landing.

[0206] The present application provides a vertical take-off and landing aircraft, wherein the aircraft includes the aircraft landing system as described above.

[0207] The present application also provides a vertical take-off and landing aircraft, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the aircraft landing method in the above-mentioned embodiment one.

[0208] Reference below Figure 6, which shows a schematic diagram of the structure of a vertical take-off and landing aircraft suitable for implementing the embodiment of the present application. The vertical take-off and landing aircraft in the embodiment of the present application may include but is not limited to the following professional equipment: flight control computer, avionics computer, embedded computing device, ground control station, automatic landing system, laser radar system, inertial navigation system (INS), global positioning system receiver, visual navigation system, infrared imaging equipment, radar altimeter, ultrasonic sensor, and vehicle-mounted terminal (such as vehicle-mounted navigation terminal), etc. The above-mentioned equipment can be used alone or in combination to ensure that the aircraft landing method disclosed in the present application can be implemented, so that the aircraft can complete the landing operation safely and accurately. Figure 6 The vertical take-off and landing aircraft shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0209] like Figure 6 As shown, the vertical take-off and landing aircraft may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the vertical take-off and landing aircraft are also stored. The processing device 1001, ROM1002, and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. Communication device 1009 can allow the vertical take-off and landing aircraft to communicate wirelessly or wired with other devices to exchange data. Although the figure shows a vertical take-off and landing aircraft with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0210] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0211] The vertical take-off and landing aircraft provided by the present application adopts the aircraft landing method in the above embodiment, which can solve the technical problem that the automatic landing capability of the existing eVTOL aircraft landing system is insufficient and the eVTOL aircraft landing safety is low. Compared with the prior art, the beneficial effects of the vertical take-off and landing aircraft provided by the present application are the same as the beneficial effects of the aircraft landing method provided by the above embodiment, and the other technical features in the vertical take-off and landing aircraft are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0212] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0213] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0214] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent processing scope of the present application.

Claims

1. An aircraft landing system, characterized in that: The aircraft landing system is applied to a tilt-rotor vertical take-off and landing aircraft, and the aircraft landing system comprises: A landing path planning module, used to determine a target landing point of the aircraft in response to a landing instruction, and plan a landing path of the aircraft based on the target landing point to obtain a landing path of the aircraft; A trajectory prediction module, used to predict the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory; The go-around decision module is used to evaluate the flight status of the aircraft in the tilt transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; based on the first evaluation result, perform a go-around decision processing on the aircraft to confirm whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft.

2. The system according to claim 1, characterized in that The aircraft landing system includes a sensor integration system, and the sensor integration system is used to obtain first multimodal fusion data of a landing area; The landing path planning module calculates and obtains the three-dimensional spatial information of the aircraft according to the first multimodal fusion data; Based on the target landing point, surrounding environment information, flight status information and three-dimensional space information, the paths of the cruise flight phase, tilt transition phase and vertical landing phase of the aircraft are planned separately, and the cruise flight path, tilt transition flight corridor, tilt transition path and vertical landing path are obtained respectively.

3. The system according to claim 2, characterized in that The tilt transition flight corridor includes a tilt transition flight corridor window, and the trajectory prediction module includes a hovering point prediction module, and the hovering point prediction module is used to predict the hovering point of the aircraft before entering the vertical landing phase and obtain the predicted hovering point; When the aircraft is in the tilt transition phase, the go-around decision module is further used to evaluate whether the predicted hovering point is within the vertical landing area and obtain a first evaluation result; and / or When the aircraft is in the tilt transition phase, the go-around decision module is further used to evaluate whether the deviation between the tilt transition path and the predicted flight trajectory exceeds a preset first threshold and obtain a first evaluation result.

4. The system according to claim 3, characterized in that Before the aircraft enters the tilt transition phase, the go-around decision module is also used to evaluate the flight status of the aircraft based on the cruise flight path and the predicted flight trajectory, confirm whether the flight status satisfies the flight status conditions for entering the tilt transition flight corridor window, and obtain a second evaluation result.

5. The system as claimed in claim 3, characterized in that When the aircraft is in the tilt transition stage, the missed approach decision module is further configured to control the aircraft to fly according to the tilt transition path when the first evaluation result is that the predicted hovering point is within the vertical landing area, and to control the aircraft to be in a vertical state with respect to the target landing point by adjusting the flight state of the aircraft in real time, so as to achieve hovering of the aircraft; and / or When the first evaluation result indicates that the deviation exceeds a preset first threshold, a path deviation prompt is given to the pilot, an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

6. The system as claimed in claim 5, characterized in that When the aircraft is in the tilt transition phase, the go-around decision module is further configured to provide a go-around warning to the pilot when the first evaluation result is that the predicted hovering point is not within the vertical landing area.

7. The system according to claim 4, characterized in that The aircraft includes a flight control system, Before the aircraft enters the tilt transition phase, the go-around decision module is further configured to evaluate the surrounding environment information to confirm whether the preset tilt transition environment condition is met when the second evaluation result is that the flight state meets the flight state condition for entering the tilt transition flight corridor window; When the surrounding environment information meets the preset tilt transition environment conditions, the flight control system controls the aircraft to automatically enter the tilt transition flight corridor window; and / or When the surrounding environment information meets the preset tilt transition environment conditions, an operation confirmation prompt is provided to the pilot, and a first confirmation instruction from the pilot is received, and the aircraft is controlled to enter the tilt transition flight corridor window.

8. The system as claimed in claim 7, characterized in that Before the aircraft enters the tilt transition phase, the go-around decision module is further configured to provide a go-around warning to the pilot when the second evaluation result is that the flight state does not satisfy the flight state condition for entering the tilt transition flight corridor window; and / or When the surrounding environment information does not meet the preset tilt transition environment conditions, a go-around warning is provided to the pilot.

9. The system as claimed in claim 6, characterized in that The aircraft includes a flight control system, When the aircraft is in hovering, the missed approach decision module is further used to confirm whether the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions; When the surrounding environment information and the flight status information of the aircraft do not meet the preset vertical landing conditions, providing a missed approach warning to the pilot; When the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, the flight control system controls the aircraft to automatically enter the vertical landing phase; and / or When the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, an operation confirmation prompt is provided to the pilot, and a second confirmation instruction from the pilot is received to control the aircraft to enter the vertical landing phase.

10. The system as claimed in claim 9, characterized in that When the aircraft is in the vertical landing phase, and the deviation between the vertical landing path and the predicted flight trajectory exceeds a preset second threshold, the go-around decision module is further used to prompt the pilot of the path deviation, receive an override control instruction from the pilot, and adjust the flight state of the aircraft based on the override control instruction.

11. An aircraft landing method, characterized in that: The method is applied to an aircraft landing system, and the method comprises: In response to the landing instruction, determining a target landing point of the aircraft, and planning a landing path of the aircraft based on the target landing point to obtain a landing path of the aircraft; Predicting a flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory; Based on the landing path and the predicted flight trajectory, the flight state of the aircraft in the tilt transition phase is evaluated to obtain a first evaluation result; Based on the first evaluation result, a go-around decision is made for the aircraft to confirm whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft.

12. A vertical take-off and landing aircraft, characterized in that: The aircraft comprises an aircraft landing system according to any one of claims 1 to 10.

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