Double-track constrained aircraft constraint system and flight constraint method for limiting track

Abstract

The invention discloses an aircraft restraint system with double-track restraint and a flight restraint method for limiting tracks, a double-track device in the system comprises two track assemblies which are arranged in parallel and spaced at a preset interval, and each track assembly comprises a stand column and a track fixedly mounted on the top end face of the stand column; each set of control surface adjusting device comprises a track connecting assembly and a control surface adjusting module which are connected with each other; the left horizontal control surface and the right horizontal control surface of the aircraft at the same spanwise position are respectively connected with one control surface adjusting module, and the track connecting assembly in the same control surface adjusting device and the top end of the track at the same side form an elastic connecting structure; according to the control surface adjusting device, when the aircraft flies along the double-track device, the control surface adjusting module drives the horizontal control surface to deflect in the same phase as the deviation direction, so that opposite acting force is generated, and the relative distance between the aircraft and the track is kept within a preset range. The problems existing in a traditional ground traffic transportation form and an eVTOL transportation form are solved.

Description

Technical Field

[0001] The present invention relates to, but is not limited to, the field of aircraft transportation technology, and in particular to an aircraft restraint system with dual-track restraints, and a flight restraint method for limiting trajectories. Background Art

[0002] Traditional major ground transportation methods, while powerful, are often subject to long construction cycles due to limitations in topography and geology. For example, for a 20km distance, mountain roads take 3-5 years to build, sea-crossing bridges 4-10 years, and subways 5-7 years. Furthermore, construction costs are high, making it impossible to construct certain facilities in certain terrains or urban planning areas. High-speed rail, while offering advantages such as high speed, efficiency, safety, and high capacity, also has drawbacks such as high cost, long construction cycles (or even impossibility) in complex terrain, low economic returns in some areas, wasted capacity, and high maintenance costs.

[0003] With the global energy crisis, environmental pollution, and accelerating urbanization, traditional modes of transportation are no longer able to meet modern society's demand for efficient, environmentally friendly, and intelligent mobility. Against this backdrop, electric vertical take-off and landing (eVTOL) vehicles (EVTOLs) have garnered widespread attention as an emerging form of aerial transportation. Combining the characteristics of helicopters and fixed-wing aircraft, eVTOLs utilize electric propulsion to achieve vertical take-off and landing (TTL) and short-distance take-off and landing (STL). They offer advantages such as low noise, low energy consumption, and operational flexibility. However, despite significant advances in eVTOL technology, which offer new possibilities for future urban and air transportation, significant challenges remain, including wind resistance, stability in complex weather conditions, battery technology bottlenecks, airworthiness certification challenges, air traffic management pressures, and public safety and policy risks. These challenges not only limit the commercialization of eVTOLs but also place higher demands on subsequent technological development and regulatory development. Summary of the Invention

[0004] The purpose of the present invention is to provide an aircraft restraint system with dual-track constraints, and a flight restraint method for limiting the trajectory, so as to solve the problems of traditional ground transportation forms, such as the usually long construction period and high construction cost, and the difficult-to-break technical difficulties of eVTOL transportation forms in terms of wind resistance, stability under complex weather conditions, battery technology bottlenecks, difficulty in obtaining airworthiness certification, air traffic management pressure, and public safety and policy risks.

[0005] The technical solution of the present invention is as follows: In a first aspect, the present invention provides an aircraft restraint system with dual-track restraint, comprising: an aircraft, two sets of control surface adjustment devices for altitude restraint, and a dual-track device; The dual-track device comprises two sets of track assemblies arranged in parallel and spaced apart by a preset distance, each set of track assemblies comprising: a column 10 at a preset height from the ground and a track 9 fixedly mounted on the top surface of the column 10; Each set of rudder adjustment devices includes: a track connection assembly and a rudder adjustment module connected to each other; the top of the track 9 in each set of track assemblies forms an elastic connection structure with one set of track connection assemblies, and the rudder adjustment mechanism is connected to the horizontal rudder on the same side of the track 9 in the aircraft; The rudder adjustment device is used to drive the horizontal rudder to deflect in phase with the deviation direction through the rudder adjustment module during the flight of the aircraft along the dual-track device, thereby generating a reverse force so that the relative distance between the aircraft and the track 9 is maintained within a preset range.

[0006] Optionally, in the dual-track restraint aircraft restraint system as described above, each track 9 includes a bottom connecting seat, a transition guide rail and a top ball column that are integrally connected; the track 9 is fixedly mounted on the top surface of the column 10 through the bottom connecting seat, and forms an elastic connection structure with the track connecting assembly through the top ball column; The track connection assembly in the rudder adjustment device includes: an elastic clamp 4 and a pressure-bearing ball 3; the elastic clamp 4 is configured as a double-layer sleeve structure with a notch on one side, and the inner sleeve body and the outer sleeve body are connected by a circumferentially arranged spring, so that an elastic connection structure is formed between the inner sleeve body and the outer sleeve body, and the inner sleeve body is sleeved on the top ball column of the track 9 through its notch, and a plurality of pressure-bearing balls 3 are circumferentially arranged between the inner sleeve body and the top ball column, so that the elastic clamp 4 forms a relative rotation between the pressure-bearing ball 3 and the top ball column of the track 9.

[0007] Optionally, in the dual-track restraint aircraft restraint system as described above, the rudder adjustment module in the rudder adjustment device includes: a three-stage elastic and damping mechanism and a reverse adjustment mechanism; The three-stage elastic and damping mechanism includes: three telescopic sections with different elastic stiffness and damping; the bottom end of the first telescopic section is connected to the top of the elastic clamp 4 of the track connection assembly, and the top end is nested in the second telescopic section, so that the first telescopic section extends out of the second telescopic section or retracts into the second telescopic section; the two ends of the second telescopic section are respectively connected to the first telescopic section and the third telescopic section, and the two ends of the third telescopic section are respectively connected to the second telescopic section and the fuselage of the aircraft; The two-stage telescopic section is connected to the horizontal rudder surface through a reverse adjustment mechanism, and is used to adjust the deflection angle of the connected horizontal rudder surface through the extension or compression of the two-stage telescopic section.

[0008] Optionally, in the dual-track restraint aircraft restraint system as described above, The rudder adjustment module is used to drive the horizontal rudder to deflect in phase with the deviation direction through the two-stage telescopic section in the reverse adjustment mechanism when the aircraft approaches or moves away from the track constraint surface during the flight of the aircraft along the dual-track device, thereby generating a reverse force, so that the relative distance between the aircraft and the track 9 is maintained within a preset range.

[0009] Optionally, in the dual-track restraint aircraft restraint system as described above, the maximum extensions of the first-stage telescopic section, the second-stage telescopic section, and the third-stage telescopic section are respectively: l 1. l 2 and l 3. The operation mode of the aircraft in the aircraft restraint system is: When the aircraft is stationary on track 9, the three telescopic segments are all in a compressed state, and the aircraft's flight altitude is H = 0; When the aircraft takes off, the first stage telescopic section extends first. When it reaches the maximum extension height of the first stage telescopic section l At 1, the length of the first-stage telescopic section is locked, and the length of the second-stage telescopic section begins to change, driving the horizontal control surface deflection angle of the horizontal aerodynamic surface to change with the change of the length of the second-stage telescopic section; When encountering disturbance, the extension of the first stage telescopic section is reduced to l 1 or less, or the aircraft's altitude is greater than l 1+ l 2, that is, the extension of the first-level telescopic section and the second-level telescopic section reaches the corresponding maximum value l 1 and l 2. At this time, the maximum value provided by the 3-stage expansion segment is l The extension of 3 provides a downward pulling force to the aircraft through the extension of the 3-stage telescopic section to prevent the aircraft from flying off the track.

[0010] Optionally, in the dual-track restraint aircraft restraint system as described above, In the three-stage elastic and damping mechanism, when the downward pressure of the second-stage telescopic section is greater than the pressure threshold F K2 When the first stage expansion section begins to shorten, the pressure threshold F K2 Set to be greater than the elastic force when the 2nd level expansion section is compressed to the limit F T2 , thus ensuring that the aircraft's altitude is within normal flight conditions. l 1 to l 1+ l Between 2.

[0011] Optionally, in the dual-track restraint aircraft restraint system as described above, the reverse adjustment mechanism is configured as a mechanical, hydraulic or electric adjustment mechanism; The reverse adjustment mechanism is a mechanical rocker arm adjustment mechanism, comprising: a driving rocker arm and a follower rocker arm, wherein one end of the driving rocker arm is hinged to the two-stage telescopic section, and the other end is hinged to one end of the follower rocker arm, and the other end of the follower rocker arm is hinged to the horizontal control surface; and the movable path of the other end of the driving rocker arm and the vertical movement path of the other end of the follower rocker arm are restricted by the body structure; The rocker arm adjustment mechanism is used to directly drive the up and down deflection of the horizontal rudder surface in the aircraft based on the change in the extension and contraction amount of the two-stage extension section; when the extension and contraction amount of the two-stage extension section in the rudder surface adjustment mechanism increases, the horizontal rudder surface at the corresponding position of the aircraft moves upward, the lift of the aircraft decreases, and a tendency is generated to restore the aircraft to its original equilibrium position.

[0012] In a second aspect, an embodiment of the present invention further provides a flight constraint method for limiting a trajectory, wherein the flight constraint method for limiting a trajectory is executed on an aircraft using an aircraft constraint system with dual-track constraints as described above, the flight constraint method comprising: Step 1: During the flight of the aircraft, the flight trajectory of the aircraft is specified by a dual-track device; Step 2: When the aircraft deviates from the expected trajectory during forward flight at a certain speed, the control surface adjustment device automatically adjusts the deflection of the horizontal control surface of the aircraft based on the vertical distance between the aircraft and the track, thereby generating a reverse force so that the relative distance between the aircraft and the track 9 remains within a preset range.

[0013] Optionally, in the flight constraint method for limiting the trajectory as described above, step 2 includes: When the aircraft flies forward at a fixed speed, it only has a lift coefficient C L It will change due to the aerodynamic angle of attack of the aerodynamic surface and the deflection angle of the rudder surface. When the aerodynamic angle of attack remains unchanged, based on the connection between the rudder surface adjustment device and the dual-track device and the aircraft, the deflection angle of the horizontal rudder surface in the aircraft will automatically approach the angle that balances the lift and gravity of the aircraft. The lift calculation method of the aircraft is: ; Among them, L is the lift of the aircraft, C L is the lift coefficient, ρ is the air density, v is the forward flight speed, and S is the area of ​​the aircraft's lifting surface; When the aircraft is disturbed during forward flight and is above the equilibrium altitude, the trailing edge of the horizontal rudder of the aircraft deflects upward under the influence of the rudder adjustment device, and the lift coefficient C L If the value decreases, the aircraft will automatically move down and approach the original equilibrium position; When the aircraft is disturbed during forward flight and is below the equilibrium altitude, the trailing edge of the horizontal rudder of the aircraft deflects downward under the influence of the rudder adjustment device, and the lift coefficient C L As the value increases, the aircraft will automatically move upwards and approach the original equilibrium position.

[0014] Optionally, in the flight constraint method for limiting the trajectory as described above, step 2 further includes: When the aircraft is flying forward, due to disturbances, the pitch direction deviates upward from the original trim pitch angle around the center of gravity. Driven by the rudder adjustment device, the horizontal rudder of the horizontal aerodynamic surface in front of the aircraft deflects upward, reducing lift, and the horizontal rudder of the horizontal aerodynamic surface in the rear deflects downward, increasing lift. Overall, a nose-down moment is generated, which causes the aircraft to have a restoring moment to the original pitch angle. When the aircraft flies forward, it rolls due to disturbances. The rudder adjustment device drives the horizontal rudder deflection of the aircraft's horizontal aerodynamic surface, and the flight control system controls the vertical rudder deflection of the vertical aerodynamic surface, causing the aircraft to generate a roll restoring moment around the center of gravity.

[0015] The beneficial effects of the present invention are as follows: the present invention provides an aircraft restraint system with dual-track constraints and a flight restraint method for limiting trajectory. As a powerful supplement to traditional transportation modes, the technical solution provided by the present invention has the following beneficial effects compared to traditional transportation modes and existing unconstrained aircraft: (1) Compared with common low-altitude aircraft, the technical solution provided by the present invention can limit the spatial trajectory of an aircraft flying at a certain speed to a certain range, thereby greatly reducing the risk of the aircraft colliding with obstacles such as buildings and mountains due to disturbance factors such as complex atmospheric environment when flying at low altitude.

[0016] (2) Compared with conventional low-altitude aircraft, the technical solution provided by the present invention is not an aircraft with complete freedom because its flight path and altitude are subject to physical constraints. Therefore, it can effectively avoid the risk of airspace use approval and greatly reduce the pressure of air management.

[0017] (3) Since the aircraft in the technical solution provided by the present invention is operated on a restrained track (or cableway), the safety of the entire passage scheme can be significantly improved. In particular, the aircraft's wind resistance exceeds that of conventional aircraft, so that the aircraft in this technical solution can operate under atmospheric conditions where general aircraft and transport vehicles cannot operate, greatly increasing the proportion of its annual operating time. Even if it encounters extreme weather that exceeds its design capacity on the way, it can land on the track and wait for the extreme weather to pass before continuing to move. This effectively avoids the need for residual fuel for traditional aircraft to hover in the air and wait when encountering extreme weather such as thunderstorms, thereby increasing the payload and improving safety.

[0018] (4) When an aircraft with a constrained flight trajectory provided by the present invention is flown according to normal operating procedures, in theory, the vertical distance between the aircraft and the track will be within a carefully designed range. The track is connected to the horizontal rudder of the aircraft's horizontal aerodynamic surface through a rudder adjustment device. There is a balance point of the rudder deflection position, so that the gravity and lift of the aircraft are equal. Any disturbance will cause the rudder to deflect in the direction of returning to the original equilibrium position. Within the expected vertical distance range from the track, even in extreme situations such as sudden loss of power, the deflection direction of the aircraft's horizontal rudder will deflect downward due to its close vertical distance from the track, thereby improving the lift coefficient of the entire aircraft. Generally speaking, when the control surface of the horizontal aerodynamic surface is deflected to the bottom, even if there is still a descent rate, the descent rate and horizontal speed of the aircraft are already in a deceleration state. As long as there is enough margin between the aircraft and the track at this time, and the constraints and the damping and elasticity of the control surface adjustment mechanism are superimposed, then even if the aircraft finally contacts the track, the load generated when the aircraft and the track (or cable) contact will still be within the normal use range of the two, and there will be no destructive collision with the track or cable that serves as the flight trajectory constraint and safety insurance mechanism, thereby greatly increasing the safety of the flight.

[0019] (5) The technical solution of the present invention requires the establishment of corresponding rails or cables and other facilities between the expected routes. However, since the contact force between the restraint device and the rail (or cable) is very small during normal flight, the requirements for the rail (or cable) are much lower than those for other rail transportation devices such as high-speed rail. This makes its construction cost much lower than that of ordinary conventional ground transportation infrastructure such as subways, high-speed rails, and bridges, and can also shorten the construction period. If an internal power system such as a hybrid power system is used, it can even save the need to build a power supply network, further reducing the construction cost and maintenance cost of the route. It is expected that the construction cost per kilometer of its track route will be reduced to less than one-tenth of that of a high-speed rail track route. Since the load carried by the track is extremely small under normal circumstances, its wear is very small, and the maintenance interval period is greatly extended, thereby greatly reducing the maintenance cost of the track line. On the other hand, if a section of track is damaged due to a natural disaster, its repair and rerouting are theoretically more convenient than traditional railways. Even though the aircraft cost more than high-speed rail, the overall cost of this aircraft restraint system is significantly lower. This makes it particularly suitable for specific scenarios where high transport speed, frequency, and dispatch convenience are crucial, but capacity requirements are low. Its operation can be compared to a low-altitude, high-speed bus. One possible application scenario involves establishing a transportation system between small and medium-sized towns that lack high-speed rail stations due to cost and economic benefits, and larger transportation hubs with high-speed rail stations and major airports. This system can concentrate the scattered, time-limited, long-distance transportation needs of these small and medium-sized towns at larger transportation hubs with high-speed rail stations and major airports, thereby increasing the occupancy rate and economic benefits of existing high-speed rail lines. This system can be likened to the capillaries of a high-speed rail trunk line.

[0020] (6) Since the aircraft in the technical solution of the present invention is normally airborne and has the ability to ascend and descend, it can more easily cross terrain obstacles using methods other than tunneling, thereby achieving direct access between two points. When turning, the track can also be designed to cause the aircraft to produce a larger roll angle than the high-speed rail, and the required turning radius for flight will also be smaller than the turning radius required for high-speed rail at the same speed.

[0021] (7) Since the aircraft in the technical solution of the present invention is not likely to deviate from the route like conventional aircraft, its base can be closer to the city than ordinary civil aviation or general airports, making it convenient to pick up and drop off passengers.

[0022] (8) The reverse adjustment mechanism in the control surface adjustment device in the technical solution of the present invention can be in various forms such as pure mechanical, hydraulically assisted or electronic signal acquisition. However, if a pure mechanical type is adopted, then theoretically no sensor is required, and the delay introduced by the sensor and flight control system calculation can be avoided, so that the lift of the aircraft is only proportional to the distance from its track; from the perspective of the distance from the aircraft to the track and the aerodynamic force, only aerodynamic delay remains in the system, thereby further increasing safety or reducing the vertical safety distance limit.

[0023] (9) The rudder adjustment device in the technical solution of the present invention not only serves to constrain the flight trajectory of the aircraft, provides a fulcrum for the aircraft to avoid landing under extreme weather conditions, and prevents the aircraft from making a hard landing under extreme conditions such as single engine failure, but also plays a role similar to that of a landing gear buffer device. However, its weight is borne by the track, so it will not have an adverse effect on the effective load of the aircraft itself.

[0024] (10) Since the aircraft in the technical solution of the present invention is not strictly free-flying in the air, its requirements for avionics and flight control are greatly reduced. Even taking into account the control surface adjustment device, its cost is lower than that of conventional aircraft of the same level.

[0025] (11) The aircraft in the technical solution of the present invention can be powered by an external power grid or by other means such as batteries or engines inside the fuselage. If the power is supplied by contact cables, there is no need to use batteries during normal flight, thereby circumventing the limitations of battery technology on conventional vertical take-off and landing aircraft. For example, in theory, the range and flight time of the aircraft are limited only by the life of components such as the fuselage structure and motors; On the one hand, when using a cable-powered vehicle, the flight speed and load-carrying capacity of the aircraft in the technical solution of the present invention are no longer limited by the battery, but only by the aerodynamic performance of the fuselage and the power of the motor. When using a hybrid power system such as a range-extended vehicle, its load-carrying capacity and range are also higher than those of a pure battery-electric aircraft. On the other hand, when using non-battery power supply, such as cable-operated power supply, extended-range hybrid power, etc., the aircraft in the technical solution of the present invention saves the battery charging time after each flight and can quickly make round trips. Therefore, the carrying capacity per unit time is much stronger than that of electric vertical take-off and landing aircraft using batteries for flight under the same payload. When market demand fluctuates greatly (such as seasonal transportation), it can be easily adjusted. Under some conditions, it is more economical than other transport vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings are used to provide a further understanding of the technical solution of the present invention and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present invention and do not constitute a limitation on the technical solution of the present invention.

[0027] Figure 1 A front view of a dual-track restraint aircraft restraint system provided by an embodiment of the present invention; Figure 2 for Figure 1 A side view of an aircraft restraint system with dual rail restraints provided by the illustrated embodiment; Figure 3 for Figure 1 A top view of an aircraft restraint system with dual rail restraints provided by the illustrated embodiment; Figure 4 A schematic diagram of a flight profile of an aircraft in an aircraft restraint system provided by an embodiment of the present invention; Figure 5 This is a side view of the aircraft in normal forward flight according to an embodiment of the present invention; Figure 6 A side view of the aircraft in the embodiment of the present invention in a state of flight when it deviates from the expected altitude during forward flight; Figure 7 This is a side view of the aircraft in the embodiment of the present invention in a flight state in which a pitch direction deviation occurs during forward flight; Figure 8 This is a rear view of the aircraft in normal forward flight according to an embodiment of the present invention; Figure 9 This is a rear view of the flight state of the aircraft in an embodiment of the present invention, in which a roll is generated due to disturbance during forward flight. DETAILED DESCRIPTION

[0028] To make the purpose, technical solutions and advantages of the present invention more clearly understood, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that, unless there is a conflict, the embodiments and features in the embodiments of the present application can be combined with each other in any manner.

[0029] As explained in the background art above, traditional operations using major ground transportation systems often suffer from long construction cycles and high costs. While high-speed rail offers advantages such as high speed, efficiency, safety, and high capacity, it also has the following disadvantages: (1) Expensive The construction of high-speed rail lines requires huge investments, especially the construction costs of bridges, tunnels and stations are extremely high.

[0030] (2) Complex terrains have a long construction period or may even make construction impossible High-speed rail line design and construction are challenging in areas with complex terrain, such as mountainous areas and plateaus. Some extreme terrains may make high-speed rail construction impossible or require prohibitively high costs.

[0031] (3) Low economic benefits in some areas In sparsely populated and economically underdeveloped areas, high-speed rail passenger traffic is insufficient, resulting in operating revenue failing to cover construction and maintenance costs. Some lines may even experience "empty runs," resulting in a significant waste of resources.

[0032] (4) Waste of transportation capacity During off-peak hours or after holidays, some high-speed trains may be empty, leaving capacity unused. When market demand fluctuates significantly (such as during seasonal periods), dynamic capacity allocation becomes difficult.

[0033] (5) High maintenance cost The daily maintenance costs of high-speed rail lines and EMUs are high, especially the replacement and repair of tracks, electrification facilities and vehicle components.

[0034] As an emerging aerial transportation tool, electric vertical take-off and landing (eVTOL) vehicles still face the following challenges and limitations in practical applications: (1) Insufficient wind resistance and stability issues under complex weather conditions eVTOL flight performance is particularly vulnerable to wind resistance and complex weather conditions. For example, in strong winds or turbulent conditions, the eVTOL's flight path is easily disturbed, resulting in reduced flight stability and potentially even affecting takeoff, landing, and flight safety. This limitation further restricts the annual operating time of eVTOLs, reducing their turnover rate and operational efficiency.

[0035] (2) Technical bottlenecks and operating cost issues of high-performance batteries The core powertrain of eVTOLs relies on high-performance batteries, but existing battery technology still has significant shortcomings in terms of energy density, charging efficiency, and service life. The high cost of high-performance batteries directly drives up the R&D and manufacturing costs of the entire vehicle, while also increasing maintenance and replacement costs during the operational phase. Furthermore, the future development path of battery technology remains unclear, creating uncertainty for the commercialization of eVTOLs.

[0036] (3) Obtaining airworthiness certification is difficult As a completely new type of aircraft, eVTOL's development and certification process presents significant risks and technical challenges. Due to the lack of mature technical standards and regulatory frameworks, eVTOL's airworthiness certification is extremely complex. Flight control systems, powertrains, and safety redundancy designs all require rigorous testing and verification, which not only increases R&D costs but also prolongs time to market.

[0037] (4) High pressure on air traffic management The large-scale deployment of eVTOLs will pose significant challenges to existing air traffic management systems. The high frequency of eVTOL takeoffs and landings, coupled with their wide operating range, could lead to airspace shortages and increase the risk of conflicts with other traditional air vehicles. Furthermore, optimizing the synergy between eVTOLs and ground infrastructure (such as takeoff and landing platforms and charging facilities) is a pressing issue.

[0038] (5) Policy risks such as public safety and flight approval The widespread adoption of eVTOLs also faces challenges in public safety and regulatory frameworks. Public concerns about the safety of aerial vehicles could lead to stricter flight approval processes, increasing the cost and time investment in eVTOL operations. Furthermore, differences in national policies regarding air traffic management, privacy protection, and emergency response could complicate the global rollout of eVTOLs.

[0039] In response to the many problems existing in the above-mentioned traditional ground transportation modes and eVTOL transportation modes, the present invention provides an aircraft restraint system with dual-track constraints, as well as a flight restraint method for limiting the trajectory. Specifically, it is a flight restraint method that can constrain an aircraft within a limited space on a fixed route through a restraint system, which can serve as a powerful supplement to traditional transportation modes.

[0040] The present invention provides the following specific embodiments that can be combined with each other. The same or similar concepts or processes may not be described in detail in some embodiments.

[0041] Figure 1 A front view of a dual-track restraint aircraft restraint system provided by an embodiment of the present invention; Figure 2 for Figure 1 A side view of an aircraft restraint system with dual rail restraints provided by the illustrated embodiment; Figure 3 for Figure 1 A top view of an aircraft restraint system with dual rail restraints provided by the illustrated embodiment. Figures 1 to 3 As shown, the components of the dual-track restraint aircraft restraint system provided by the embodiment of the present invention include: an aircraft, at least two sets of control surface adjustment devices for altitude restraint, and a dual-track device.

[0042] like Figure 1 As shown, in the aircraft restraint system provided by an embodiment of the present invention, the dual-track device includes two sets of track assemblies arranged in parallel and separated by a preset distance, and each set of track assemblies includes: a column 10 at a preset height from the ground and a track 9 fixedly installed on the top surface of the column 10.

[0043] In this embodiment of the present invention, two sets of rudder adjustment devices are installed corresponding to two sets of track assemblies at the same spanwise position. Each set of rudder adjustment devices includes a track connection assembly and a rudder adjustment module. The left and right horizontal rudder surfaces of the aircraft at the same spanwise position are each connected to a set of rudder adjustment modules. The track connection assembly in the same set of rudder adjustment devices forms an elastic connection structure with the top of the track 9 on the same side.

[0044] The rudder adjustment device in the embodiment of the present invention is used to drive the horizontal rudder to deflect in phase with the deviation direction through the rudder adjustment module during the flight of the aircraft along the dual-track device, thereby generating a reverse force, so that the relative distance between the aircraft and the track 9 is maintained within a preset range.

[0045] The specific structural forms of the various components of the aircraft restraint system provided by the embodiment of the present invention are described below.

[0046] (1) Double-track device The dual-track system has two track assemblies, each consisting of a column 10 at a certain height above the ground and a track 9 fixedly mounted on the top surface of the column 10. In practice, the track 9 is a steel rail. The dual-track system's function is to provide constraints for the aircraft's flight trajectory. Under normal circumstances, the contact force between the rudder adjustment device and the track 9 in the dual-track system is very small, barely affecting the dual-track system's service life. However, in high winds or other inclement weather, the dual-track system may be subjected to certain lateral forces due to crosswinds. In this case, the flight control system can adjust the vertical aerodynamic surface's rudder deflection angle based on the aircraft's measured attitude angle, aerodynamic angle of attack, or constraints and the extension and contraction of the rudder adjustment mechanism to reduce the internal interaction forces of the entire aircraft's restraint system. In most cases, the forces borne by the dual-track system remain far less than the aircraft's gravity. Even in rare cases, such as gusts, the transient loads borne by the various components of the aircraft's restraint system remain within acceptable limits because there is no hard contact between the aircraft and the dual-track system.

[0047] Columns 10 are used to transfer the forces exerted on track 9 to the ground, avoiding obstacles on the ground and minimizing the impact of the aircraft on ground flora and structures. If the height of columns 10 is within an appropriate range, keeping the aircraft within the ground effect, the aircraft's load capacity can be increased or its energy consumption can be reduced.

[0048] In an embodiment of the present invention, each track 9 includes an integrally connected bottom connecting seat, a transition guide rail and a top ball column, and the cross-section of the top ball column is spherical; each track 9 is fixedly installed on the top surface of the column 10 through the bottom connecting seat, and forms an elastic connection structure with the track connection assembly through the top ball column.

[0049] (2) Rudder adjustment device The main components of the rudder adjustment device include: a connected track connection component and a rudder adjustment module.

[0050] (2.1) Track connection components The components of the track connection assembly mainly include: an elastic clamp 4 and pressure-bearing balls 3; the elastic clamp 4 is configured as a double-layer sleeve structure with a notch on one side, and the inner sleeve body and the outer sleeve body are connected by a circumferentially arranged spring, so that an elastic connection structure is formed between the inner sleeve body and the outer sleeve body, and the inner sleeve body is sleeved on the top ball column of the track 9 through its notch, and a plurality of pressure-bearing balls 3 are circumferentially arranged between the inner sleeve body and the top ball column, so that the aircraft is mounted on the track assembly through the track connection assembly and the three-stage elastic and damping mechanism.

[0051] The track connection assembly has two main functions: first, it withstands the pressure of the aircraft when it is stopped on the dual-track device; second, when the aircraft flies forward, the elastic clamp 4, through the pressure-bearing balls 3, rotates relative to the top ball column of the track 9. Based on the structure of the pressure-bearing balls 3, it can reduce the friction between the aircraft and the track 9. It should be noted that because the dual-track device of the present invention has a dual-track structure, the dual-track structure, the corresponding two sets of track connection assemblies, and the control surface adjustment module, do not cause significant aircraft roll.

[0052] The main function of the elastic clamp 4 in the embodiment of the present invention is to maintain connection with the track 9. In addition, since the elastic clamp 4 itself has a certain elastic floating ability in its structure, it means that the requirements for settlement, warping, continuity, etc. of the double-track device can be relaxed, thereby reducing the cost of track route construction.

[0053] (2.2) Rudder adjustment module, including: three-stage elastic and damping mechanism and reverse adjustment mechanism The three-stage elastic and damping mechanism consists of three telescopic sections with different elastic stiffness and damping (referred to as the first-stage telescopic section, the second-stage telescopic section, and the third-stage telescopic section). The bottommost telescopic section is the first-stage telescopic section, whose ends are connected to the elastic clamp 4 of the track connection assembly and the second-stage telescopic section, respectively. The second-stage telescopic section's ends are connected to the first-stage telescopic section and the third-stage telescopic section, respectively. The third-stage telescopic section's ends are connected to the second-stage telescopic section and the aircraft's fuselage, respectively. Specifically, the bottom end of the first-stage telescopic section is connected to the top of the elastic clamp 4 of the track connection assembly, while the top end is nested within the second-stage telescopic section, allowing the first-stage telescopic section to extend from or retract into the second-stage telescopic section.

[0054] It should be noted that in the rudder adjustment device of the embodiment of the present invention, the number of rudder adjustment devices provided at the same spanwise position of the aircraft is two, that is, the left horizontal rudder and the right horizontal rudder at the same spanwise position are respectively connected to a set of rudder adjustment modules, and the track connection assembly in the same set of rudder adjustment devices forms an elastic connection structure with the top end of the track 9 on the same side; if the aircraft has a front horizontal rudder and a rear horizontal rudder, then Figure 2 The middle one requires the installation of 4 sets of rudder adjustment devices.

[0055] In an embodiment of the present invention, the two-stage telescopic section is connected to the horizontal control surface through a reverse adjustment mechanism, which is used to adjust the deflection angle of the connected horizontal control surface by the extension or compression of the two-stage telescopic section; the specific function is: when the aircraft approaches or moves away from the track constraint surface, the reverse adjustment mechanism drives the horizontal control surface to deflect in phase with the deviation direction, thereby generating a reverse force, so that the relative distance between the aircraft and the track 9 is maintained within a certain range.

[0056] The functions of the three telescopic sections are: The main function of the 3-stage telescopic section is similar to that of a landing gear. It provides damping and shock absorption to reduce dynamic loads when the aircraft lands and when the height deviates upward from the equilibrium position exceeds the maximum extension of the 2-stage telescopic section corresponding to the maximum upward angle of the horizontal rudder surface.

[0057] The primary function of the two-stage telescopic section is to link the deflection angle of the aircraft's horizontal control surfaces to the extension or compression of the two-stage telescopic section through a control surface adjustment mechanism (e.g., a mechanical, hydraulic, or electric adjustment mechanism). Specifically, when the aircraft falls below its equilibrium position, the control surfaces deflect downward, increasing the lift of the horizontal aerodynamic surfaces and causing the aircraft to return to its horizontal position, and vice versa. Through the reverse action of the reverse adjustment mechanism, the aircraft's altitude and pitch attitude can be maintained within a limited range near its equilibrium position.

[0058] The main function of the first stage telescopic section is to provide sufficient safety clearance between the aircraft and the track 9, especially in extreme cases such as failure of individual propellers. l 1 Its own elasticity and damping can bear part of the gravitational potential energy of the aircraft, providing sufficient buffer time for the deceleration of the aircraft and the start-up of the lift rotor.

[0059] Figure 4 Schematic diagram of the flight profile of an aircraft in an aircraft restraint system provided by an embodiment of the present invention. Figure 4 The flight profile shown here illustrates the principle of flight of the aircraft along the dual-track arrangement: Under normal circumstances, when the aircraft is stationary on the track 9, the three telescopic sections are all in a compressed state, and the flight altitude of the aircraft at this time is set to H=0.

[0060] When the aircraft takes off, the lift rotor starts, the aircraft gradually rises vertically, and the length of the first stage telescopic section is extended first. When the height limit of the first stage telescopic section is reached (i.e. l 1), the length of the first stage telescopic section is locked, and the length of the second stage telescopic section begins to change. The horizontal control surface deflection angle of the horizontal aerodynamic surface also changes with the length of the second stage telescopic section. The maximum extension of the second stage telescopic section is l 2.

[0061] It should be noted that only when the downward pressure of the second-stage telescopic section is greater than a certain threshold (the pressure threshold is set to F K2 ), the length of the first-level telescopic section will begin to shorten and change; based on this principle, by F K2 Designed to be greater than the elastic force when the 2nd stage telescopic section is compressed to its limit F T2 , it can ensure that the altitude of the aircraft always fluctuates within a relatively small range under normal flight conditions. In principle, when the disturbance is not large, the altitude change of the aircraft should be kept within a relatively small range. l 1 to l 1+ l Varies between 2.

[0062] When encountering special circumstances or strong disturbances, the aircraft's altitude may be reduced to l 1, the elasticity and damping of the first-stage telescopic section itself can bear part of the gravity potential energy of the aircraft and provide sufficient buffer time for the deceleration of the aircraft and the start of the lift rotor; another possible situation is that the height of the aircraft is greater than l 1+ l 2. At this time, the extension of the first and second telescopic sections reaches its maximum value. l 1 and l 2. At this time, the maximum value provided by the 3-stage expansion segment is l The extension of 3 provides a downward pulling force to the aircraft through the extension of the 3-stage telescopic section to prevent the aircraft from flying off the track.

[0063] It should be noted that when the first-stage telescopic section is compressed, its weight is primarily borne by the first-stage telescopic section, the track connection assembly, and the underlying track 9. The aircraft does not need to bear this weight during normal flight, which can indirectly increase the aircraft's payload or use this weight to reinforce other necessary structures. In specific implementations, the second-stage telescopic section can also be designed so that the track 9 bears some of its weight.

[0064] In one implementation of the present invention, referring to Figure 1 and Figure 2 As shown, the reverse adjustment mechanism is provided with a mechanical adjustment mechanism, which includes: a driving rocker arm and a follower rocker arm, wherein one end of the driving rocker arm is hinged to the two-stage telescopic section, and the other end is hinged to one end of the follower rocker arm, and the other end of the follower rocker arm is hinged to the horizontal control surface; and the movable path of the other end of the driving rocker arm and the vertical movement path of the other end of the follower rocker arm are restricted by the body structure; The rocker arm adjustment mechanism is used to directly drive the up and down deflection of the horizontal rudder surface in the aircraft based on the change in the extension and contraction amount of the two-stage extension section; when the extension and contraction amount of the two-stage extension section in the rudder surface adjustment mechanism increases, the horizontal rudder surface at the corresponding position of the aircraft moves upward, the lift of the aircraft decreases, and a tendency is generated to restore the aircraft to its original equilibrium position.

[0065] (3) Aircraft The aircraft includes: a fuselage, a flight control system, a power source, horizontal aerodynamic surfaces 1, vertical aerodynamic surfaces 2, thrust propellers or ducts 11, and lift propellers or ducts 12. The front and rear horizontal aerodynamic surfaces 1 primarily provide lift, pitching moment, and rolling moment for the aircraft. The deflectable horizontal rudders of the horizontal aerodynamic surfaces 1 are connected to the two-stage telescopic sections of the rudder adjustment mechanism via a reverse adjustment mechanism, such as Figures 1 to 2 The reverse adjustment mechanism adopts an adjustment rocker arm mechanism, so that the horizontal rudder surface of the horizontal aerodynamic surface 1 is directly adjusted by the extension and contraction of the second-stage extension section in the rudder surface adjustment mechanism. When the extension and contraction of the rudder surface adjustment mechanism increases, the horizontal rudder surface of the horizontal aerodynamic surface at the corresponding position of the aircraft will deflect upward, the lift of the aircraft will decrease, and there will be a tendency to return to the original equilibrium position, and vice versa.

[0066] The deflection of the vertical aerodynamic surface 2 is primarily controlled by the flight control system. Its primary function is to generate aerodynamic forces in the opposite direction in stable crosswind conditions, thereby reducing the lateral force exerted by the aircraft on the track. The flight control system determines the magnitude of the lateral force exerted by the aircraft on the track using the sideslip angle or force sensors mounted on the fuselage structure. Based on this information, the control surface of the vertical aerodynamic surface is deflected to generate the opposite force.

[0067] The aforementioned embodiments of the present invention provide an aircraft restraint system capable of constraining an aircraft's flight trajectory within a confined space, serving as a powerful supplement to traditional modes of transportation. This aircraft restraint system, through rails (or cables), can constrain the aircraft's possible spatial motion to within a certain range around the rails. If the reverse adjustment mechanism in the control surface adjustment device is mechanically connected, the corresponding aerodynamic force on the aircraft changes in a positive correlation with the distance from the rails, with only aerodynamic delay present, thereby enhancing flight safety. Furthermore, the use of this aircraft flight rail can significantly reduce the loads on the rails, lowering the requirements for rail construction and significantly reducing rail construction costs.

[0068] Based on the dual-track constraint aircraft restraint system provided by the above embodiment of the present invention, an embodiment of the present invention further provides a flight restraint method for limiting the trajectory of an aircraft executed by the aircraft restraint system.

[0069] refer to Figures 5 to 9 The schematic diagram of the flight state of the aircraft shown in FIG. Figures 5 to 9 It is assumed that the aircraft's aerodynamic surfaces only use trailing edge control surfaces. In fact, this principle can be applied to various types of control surfaces including leading edge flaps, leading edge slats, etc. as needed. The device for generating thrust is not shown. The device for generating thrust can be various common aviation thrust devices such as propellers, ducted fans and jet engines. In addition, the figure uses an aircraft with horizontal aerodynamic surfaces and vertical aerodynamic surfaces as an example, but the same principle can also be applied to aircraft with various other aerodynamic surface layouts such as X-wings.

[0070] The dual-track system in this embodiment of the present invention is used to define the flight trajectory and is connected to the aircraft's horizontal control surfaces via a control surface adjustment mechanism. During normal flight, the track 9 bears only a small amount of load, proportional to the aircraft's lateral and vertical distance from the track. The control surface adjustment mechanism automatically adjusts the deflection of the aircraft's control surfaces based on the distance between the aircraft and the track, using mechanical or transmission mechanisms, when the aircraft deviates from the intended trajectory during forward flight at a certain speed. This ensures that the direction of the aircraft's control surface deflection is always negatively correlated with the distance from the track. For example, the closer the horizontal aerodynamic surface is to the track, the more downward its horizontal control surface deflects. The entire system exhibits stability relative to the track altitude, stability in pitch angle along the track, and stability in roll.

[0071] The aircraft restraint system provided by the present invention constrains the aircraft's possible spatial motion to a certain range around the dual-track assembly. If the control surface adjustment device is mechanically connected, the corresponding change in the aircraft's aerodynamic force is positively correlated with the aircraft's distance from the track 9, with only aerodynamic delay, thereby enhancing flight safety. In extreme situations, such as sudden power loss or high winds, the aircraft can still land on the track at a low vertical velocity without sustaining structural damage.

[0072] The following examples illustrate the vertical constraint methods and principles when the aircraft is flying forward.

[0073] (1) State 1: The state of the aircraft in normal forward flight Figure 5 This is a side view of the aircraft in normal forward flight according to an embodiment of the present invention. At this time, the lift generated by the aircraft's horizontal aerodynamic surface is balanced with the aircraft's gravity and constraints, as well as the constraints imposed on the rudder by the rudder adjustment mechanism. Since the constraints imposed on the rudder by the rudder adjustment mechanism are very small compared to other forces, they are not drawn. Under atmospheric conditions, such as pressure altitude, atmospheric temperature, and other environmental parameters, the air density ρ is a constant. When the aircraft flies forward at an arbitrary fixed speed v, according to the lift formula (1), the area S of the aircraft's lifting surface is fixed, and only C L It will change with the aerodynamic angle of attack and the deflection angle of the aerodynamic surface, and under the premise of not stalling, the aerodynamic angle of attack and the deflection angle of the rudder surface are the same as C L They are all positively correlated. Assuming the aerodynamic angle of attack remains constant, based on the way the control surface adjustment device connects the dual-track system to the aircraft, the deflection angle of the aircraft's horizontal control surfaces will automatically approach an angle that balances the aircraft's lift and gravity. This aircraft restraint system, consisting of the dual-track system, control surface adjustment device, and aircraft, features automatic weight and lift balancing.

[0074] ; (1) Where L is the lift of the aircraft; C L is the lift coefficient.

[0075] (2) State 2: The aircraft deviates from the expected altitude during forward flight. Figure 6 This is a side view of the aircraft in the embodiment of the present invention, which shows a state of flight when the aircraft deviates from the expected altitude during forward flight. When the aircraft is disturbed and the aircraft is higher than the equilibrium altitude, the adjustment of the horizontal rudder by the rudder adjustment device and the change of the force on the aircraft are shown in the figure below. Figure 6 As shown. At this time, the trailing edge of the aircraft's horizontal control surface is tilted upward, and the lift coefficient C L If the value decreases, the aircraft will automatically move down to the original equilibrium position.

[0076] Similarly, if the aircraft is disturbed and falls below its equilibrium position, the control surface adjustment mechanism adjusts the horizontal control surfaces, and the force applied to the entire aircraft follows the same principle, causing the aircraft to automatically move upward toward its original equilibrium position. This flight restraint system, consisting of the dual-track system, the control surface adjustment mechanism, and the aircraft, provides high stability relative to track 9.

[0077] (3) State 3: The aircraft deviates from the original trim pitch angle during forward flight. Figure 7 This is a side view of the aircraft in the embodiment of the present invention in flight state when the aircraft is flying forward and a pitch deviation occurs. When the aircraft is flying forward, due to disturbance, the pitch angle of the aircraft about the center of gravity deviates from the original trimmed pitch angle. The adjustment of the horizontal rudder surface by the rudder adjustment device and the change in the force on the entire aircraft are shown as follows: Figure 7 As shown in the figure, the horizontal rudder on the front aerodynamic surface deflects upward, reducing lift, while the horizontal rudder on the rear aerodynamic surface deflects downward, increasing lift. This overall creates a nose-down moment, which creates a restoring moment toward the original pitch angle. This flight restraint system, consisting of the dual-track device, the rudder adjustment device, and the aircraft, provides stability along the track at a pitch angle of 9 degrees.

[0078] (4) State 4: The aircraft is in a rolling state due to disturbances when flying forward. Figure 8 This is a rear view of the aircraft in normal forward flight according to an embodiment of the present invention. Figure 5 and Figure 8 As shown, when the aircraft flies forward, it flies forward along the direction directly above the track 9. At this time, the lift forces of the left and right horizontal aerodynamic surfaces are equal in magnitude and direction; the vertical aerodynamic surfaces do not generate any force.

[0079] Figure 9 This is a rear view of an aircraft in forward flight, depicting a disturbance-induced roll in forward flight, according to an embodiment of the present invention. When a disturbance causes a roll in forward flight, the deflection of the control surfaces on the aircraft's horizontal and vertical aerodynamic surfaces generates a roll restoring moment about the aircraft's center of gravity. This system, consisting of the dual-track device, control surface adjustment device, and aircraft, provides roll stability.

[0080] It should be noted that in this embodiment of the present invention, the horizontal deflection of the aircraft's horizontal aerodynamic surfaces is driven by a deflection control device, while the vertical deflection of the vertical aerodynamic surfaces is controlled by the flight control system. The flight constraint method for limiting trajectory provided by this embodiment of the present invention provides vertical safety for the aircraft. Lateral and directional stability can be maintained through the flight control system manipulating the deflection control surfaces in conjunction with the forces acting on the connection mechanism between the aircraft and the track. This reduces the design complexity of the constraint and deflection control mechanisms, while minimizing system performance degradation, thereby improving system reliability.

[0081] To address the shortcomings of existing transportation methods and electric vertical take-off and landing (eVTOL) vehicles, embodiments of the present invention provide a dual-track aircraft restraint system and a flight restraint method for limiting trajectory. As a powerful supplement to traditional transportation methods, the technical solution provided by the present invention has the following beneficial effects compared to traditional transportation methods and existing unconstrained aircraft: (1) Compared with common low-altitude aircraft, the technical solution provided by the present invention can limit the spatial trajectory of an aircraft flying at a certain speed to a certain range, thereby greatly reducing the risk of the aircraft colliding with obstacles such as buildings and mountains due to disturbance factors such as complex atmospheric environment when flying at low altitude.

[0082] (2) Compared with conventional low-altitude aircraft, the technical solution provided by the present invention is not an aircraft with complete freedom because its flight path and altitude are subject to physical constraints. Therefore, it can effectively avoid the risk of airspace use approval and greatly reduce the pressure of air management.

[0083] (3) Since the aircraft in the technical solution provided by the present invention is operated on a restrained track (or cableway), the safety of the entire passage scheme can be significantly improved. In particular, the aircraft's wind resistance exceeds that of conventional aircraft, so that the aircraft in this technical solution can operate under atmospheric conditions where general aircraft and transport vehicles cannot operate, greatly increasing the proportion of its annual operating time. Even if it encounters extreme weather that exceeds its design capacity on the way, it can land on the track and wait for the extreme weather to pass before continuing to move. This effectively avoids the need for residual fuel for traditional aircraft to hover in the air and wait when encountering extreme weather such as thunderstorms, thereby increasing the payload and improving safety.

[0084] (4) When an aircraft with a constrained flight trajectory provided by the present invention is flown according to normal operating procedures, in theory, the vertical distance between the aircraft and the track will be within a carefully designed range. The track is connected to the horizontal rudder of the aircraft's horizontal aerodynamic surface through a rudder adjustment device. There is a balance point of the rudder deflection position, so that the gravity and lift of the aircraft are equal. Any disturbance will cause the rudder to deflect in the direction of returning to the original equilibrium position. Within the expected vertical distance range from the track, even in extreme situations such as sudden loss of power, the deflection direction of the aircraft's horizontal rudder will deflect downward due to its close vertical distance from the track, thereby improving the lift coefficient of the entire aircraft. Generally speaking, when the control surface of the horizontal aerodynamic surface is deflected to the bottom, even if there is still a descent rate, the descent rate and horizontal speed of the aircraft are already in a deceleration state. As long as there is enough margin between the aircraft and the track at this time, and the constraints and the damping and elasticity of the control surface adjustment mechanism are superimposed, then even if the aircraft finally contacts the track, the load generated when the aircraft and the track (or cable) contact will still be within the normal use range of the two, and there will be no destructive collision with the track or cable that serves as the flight trajectory constraint and safety insurance mechanism, thereby greatly increasing the safety of the flight.

[0085] (5) The technical solution of the present invention requires the establishment of corresponding rails or cables and other facilities between the expected routes. However, since the contact force between the restraint device and the rail (or cable) is very small during normal flight, the requirements for the rail (or cable) are much lower than those for other rail transportation devices such as high-speed rail. This makes its construction cost much lower than that of ordinary conventional ground transportation infrastructure such as subways, high-speed rails, and bridges, and can also shorten the construction period. If an internal power system such as a hybrid power system is used, it can even save the need to build a power supply network, further reducing the construction cost and maintenance cost of the route. It is expected that the construction cost per kilometer of its track route will be reduced to less than one-tenth of that of a high-speed rail track route. Since the load carried by the track is extremely small under normal circumstances, its wear is very small, and the maintenance interval period is greatly extended, thereby greatly reducing the maintenance cost of the track line. On the other hand, if a section of track is damaged due to a natural disaster, its repair and rerouting are theoretically more convenient than traditional railways. Even though the aircraft cost more than high-speed rail, the overall cost of this aircraft restraint system is significantly lower. This makes it particularly suitable for specific scenarios where high transport speed, frequency, and dispatch convenience are crucial, but capacity requirements are low. Its operation can be compared to a low-altitude, high-speed bus. One possible application scenario involves establishing a transportation system between small and medium-sized towns that lack high-speed rail stations due to cost and economic benefits, and larger transportation hubs with high-speed rail stations and major airports. This system can concentrate the scattered, time-limited, long-distance transportation needs of these small and medium-sized towns at larger transportation hubs with high-speed rail stations and major airports, thereby increasing the occupancy rate and economic benefits of existing high-speed rail lines. This system can be likened to the capillaries of a high-speed rail trunk line.

[0086] (6) Since the aircraft in the technical solution of the present invention is normally airborne and has the ability to ascend and descend, it can more easily cross terrain obstacles using methods other than tunneling, thereby achieving direct access between two points. When turning, the track can also be designed to cause the aircraft to produce a larger roll angle than the high-speed rail, and the required turning radius for flight will also be smaller than the turning radius required for high-speed rail at the same speed.

[0087] (7) Since the aircraft in the technical solution of the present invention is not likely to deviate from the route like conventional aircraft, its base can be closer to the city than ordinary civil aviation or general airports, making it convenient to pick up and drop off passengers.

[0088] (8) The reverse adjustment mechanism in the control surface adjustment device in the technical solution of the present invention can be in various forms such as pure mechanical, hydraulically assisted or electronic signal acquisition. However, if a pure mechanical type is adopted, then theoretically no sensor is required, and the delay introduced by the sensor and flight control system calculation can be avoided, so that the lift of the aircraft is only proportional to the distance from its track; from the perspective of the distance from the aircraft to the track and the aerodynamic force, only aerodynamic delay remains in the system, thereby further increasing safety or reducing the vertical safety distance limit.

[0089] (9) The rudder adjustment device in the technical solution of the present invention not only serves to constrain the flight trajectory of the aircraft, provides a fulcrum for the aircraft to avoid landing under extreme weather conditions, and prevents the aircraft from making a hard landing under extreme conditions such as single engine failure, but also plays a role similar to that of a landing gear buffer device. However, its weight is borne by the track, so it will not have an adverse effect on the effective load of the aircraft itself.

[0090] (10) Since the aircraft in the technical solution of the present invention is not strictly free-flying in the air, its requirements for avionics and flight control are greatly reduced. Even taking into account the control surface adjustment device, its cost is lower than that of conventional aircraft of the same level.

[0091] (11) The aircraft in the technical solution of the present invention can be powered by an external power grid or by other means such as batteries or engines inside the fuselage. If the power is supplied by contact cables, there is no need to use batteries during normal flight, thereby circumventing the limitations of battery technology on conventional vertical take-off and landing aircraft. For example, in theory, the range and flight time of the aircraft are limited only by the life of components such as the fuselage structure and motors; On the one hand, when using a cable-powered vehicle, the flight speed and load-carrying capacity of the aircraft in the technical solution of the present invention are no longer limited by the battery, but only by the aerodynamic performance of the fuselage and the power of the motor. When using a hybrid power system such as a range-extended vehicle, its load-carrying capacity and range are also higher than those of a pure battery-electric aircraft. On the other hand, when using non-battery power supply, such as cable-operated power supply, extended-range hybrid power, etc., the aircraft in the technical solution of the present invention saves the battery charging time after each flight and can quickly make round trips. Therefore, the carrying capacity per unit time is much stronger than that of electric vertical take-off and landing aircraft using batteries for flight under the same payload. When market demand fluctuates greatly (such as seasonal transportation), it can be easily adjusted. Under some conditions, it is more economical than other transport vehicles.

[0092] Although the embodiments disclosed herein are as described above, the contents are merely provided to facilitate understanding of the present invention and are not intended to limit the present invention. Any person skilled in the art may make any modifications and variations in the form and details of the embodiments without departing from the spirit and scope of the present invention. However, the scope of patent protection of the present invention shall remain subject to the scope defined by the appended claims.

Claims

1. A dual-track restraint aircraft restraint system, characterized in that: include: an aircraft, at least two sets of control surface adjustment devices for altitude restraint, and a dual-track device; The dual-track device comprises two sets of track assemblies arranged in parallel and spaced apart by a preset distance, each set of track assemblies comprising: a column (10) at a preset height from the ground and a track (9) fixedly mounted on the top surface of the column (10); Each set of rudder adjustment devices includes: a track connection component and a rudder adjustment module connected to each other; the left horizontal rudder and the right horizontal rudder at the same spanwise position of the aircraft are respectively connected to a set of rudder adjustment modules, and the track connection component in the same set of rudder adjustment devices forms an elastic connection structure with the top of the track (9) on the same side; The rudder adjustment device is used to drive the horizontal rudder to deflect in phase with the deviation direction through the rudder adjustment module during the flight of the aircraft along the dual-track device, thereby generating a reverse force so that the relative distance between the aircraft and the track (9) is maintained within a preset range.

2. The dual-track restraint aircraft restraint system according to claim 1, characterized in that: Each of the rails (9) comprises an integrally connected bottom connection seat, a transition guide rail and a top ball column; the rail (9) is fixedly mounted on the top surface of the column (10) via the bottom connection seat, and forms an elastic connection structure with the rail connection assembly via the top ball column; The track connection component in the rudder adjustment device includes: an elastic clamp (4) and a pressure-bearing ball (3); wherein the elastic clamp (4) is configured as a double-layer sleeve structure with a notch on one side, the inner sleeve body and the outer sleeve body are connected by a circumferentially arranged spring, so that an elastic connection structure is formed between the inner sleeve body and the outer sleeve body, the inner sleeve body is sleeved on the top ball column of the track (9) through its notch, and a plurality of pressure-bearing balls (3) are circumferentially arranged between the inner sleeve body and the top ball column, so that the elastic clamp (4) forms a relative rotation with the top ball column of the track (9) through the pressure-bearing ball (3).

3. The dual-track restraint aircraft restraint system according to claim 2, characterized in that: The rudder adjustment module in the rudder adjustment device includes: a three-stage elastic and damping mechanism and a reverse adjustment mechanism; The three-stage elastic and damping mechanism comprises: three telescopic sections with different elastic stiffness and damping; the bottom end of the first telescopic section is connected to the top of the elastic clamp (4) of the track connection assembly, and the top end is nested in the second telescopic section, so that the first telescopic section extends out of the second telescopic section or retracts into the second telescopic section; the two ends of the second telescopic section are respectively connected to the first telescopic section and the third telescopic section, and the two ends of the third telescopic section are respectively connected to the second telescopic section and the fuselage of the aircraft; The two-stage telescopic section is connected to the horizontal rudder surface through a reverse adjustment mechanism, and is used to adjust the deflection angle of the connected horizontal rudder surface through the extension or compression of the two-stage telescopic section.

4. The dual-track restraint aircraft restraint system according to claim 3, characterized in that: The control surface adjustment module is used to drive the horizontal control surface to deflect in phase with the deviation direction through the two-stage telescopic section in the reverse adjustment mechanism when the aircraft approaches or moves away from the track constraint surface during the flight of the aircraft along the dual-track device, thereby generating a reverse force so that the relative distance between the aircraft and the track (9) is maintained within a preset range.

5. The dual-track restraint aircraft restraint system according to claim 3, characterized in that: The maximum elongations of the first-stage telescopic section, the second-stage telescopic section, and the third-stage telescopic section are respectively: l 1. l 2 and l 3. The operation mode of the aircraft in the aircraft restraint system is: When the aircraft is stationary on the track (9), the three telescopic segments are all in a compressed state, and the aircraft's flight altitude is H = 0; When the aircraft takes off, the first stage telescopic section extends first. When it reaches the maximum extension height of the first stage telescopic section l At 1, the length of the first-stage telescopic section is locked, and the length of the second-stage telescopic section begins to change, driving the horizontal control surface deflection angle of the horizontal aerodynamic surface to change with the change of the length of the second-stage telescopic section; When encountering disturbance, the extension of the first stage telescopic section is reduced to l 1 or less, or the aircraft's altitude is greater than l 1+ l 2, that is, the extension of the first-level telescopic section and the second-level telescopic section reaches the corresponding maximum value l 1 and l 2. At this time, the maximum value provided by the 3-stage expansion segment is l The extension of 3 provides a downward pulling force to the aircraft through the extension of the 3-stage telescopic section to prevent the aircraft from flying off the track.

6. The dual-track restraint aircraft restraint system according to claim 5, characterized in that: In the three-stage elastic and damping mechanism, when the downward pressure of the second-stage telescopic section is greater than the pressure threshold F K2 When the first stage expansion section begins to shorten, the pressure threshold F K2 Set to be greater than the elastic force when the 2nd level expansion section is compressed to the limit F T2 , thus ensuring that the aircraft's altitude is within normal flight conditions. l 1 to l 1+ l Between 2.

7. The dual-track restraint aircraft restraint system according to claim 3, characterized in that: The reverse adjustment mechanism is configured as a mechanical, hydraulic or electric adjustment mechanism; If the reverse adjustment mechanism is a mechanical rocker arm adjustment mechanism, it includes: a driving rocker arm and a follower rocker arm, one end of the driving rocker arm is hinged to the two-stage telescopic section, the other end is hinged to one end of the follower rocker arm, and the other end of the follower rocker arm is hinged to the horizontal control surface; the movable path of the other end of the driving rocker arm and the vertical movement path of the other end of the follower rocker arm are restricted by the body structure; The rocker arm adjustment mechanism is used to directly drive the up and down deflection of the horizontal rudder surface in the aircraft based on the change in the extension and contraction amount of the two-stage extension section; when the extension and contraction amount of the two-stage extension section in the rudder surface adjustment mechanism increases, the horizontal rudder surface at the corresponding position of the aircraft moves upward, the lift of the aircraft decreases, and a tendency is generated to restore the aircraft to its original equilibrium position.

8. A flight constraint method for limiting trajectory, characterized in that: A flight constraint method for limiting the trajectory of an aircraft is performed on the aircraft using the dual-track constraint aircraft constraint system according to any one of claims 1 to 7, the flight constraint method comprising: Step 1: During the flight of the aircraft, the flight trajectory of the aircraft is specified by a dual-track device; Step 2: When the aircraft deviates from the expected trajectory while flying forward at a certain speed, the control surface adjustment device automatically adjusts the deflection of the horizontal control surface in the aircraft based on the vertical distance between the aircraft and the track, thereby generating a reverse force so that the relative distance between the aircraft and the track (9) remains within a preset range.

9. The flight constraint method for limiting trajectory according to claim 8, characterized in that: The step 2 includes: When the aircraft flies forward at a fixed speed, it only has a lift coefficient C L It will change due to the aerodynamic angle of attack of the aerodynamic surface and the deflection angle of the rudder surface. When the aerodynamic angle of attack remains unchanged, based on the connection between the rudder surface adjustment device and the dual-track device and the aircraft, the deflection angle of the horizontal rudder surface in the aircraft will automatically approach the angle that balances the lift and gravity of the aircraft. The lift calculation method of the aircraft is: ； Among them, L is the lift of the aircraft, C L is the lift coefficient, ρ is the air density, v is the forward flight speed, and S is the area of ​​the aircraft's lifting surface; When the aircraft is disturbed during forward flight and is above the equilibrium altitude, the trailing edge of the horizontal rudder of the aircraft deflects upward under the influence of the rudder adjustment device, and the lift coefficient C L If the value decreases, the aircraft will automatically move down and approach the original equilibrium position; When the aircraft is disturbed during forward flight and is below the equilibrium altitude, the trailing edge of the horizontal rudder of the aircraft deflects downward under the influence of the rudder adjustment device, and the lift coefficient C L As the value increases, the aircraft will automatically move upwards and approach the original equilibrium position.

10. The flight constraint method for limiting trajectory according to claim 9, characterized in that: The step 2 further comprises: When the aircraft is flying forward, due to disturbances, the pitch direction deviates upward from the original trim pitch angle around the center of gravity. Driven by the rudder adjustment device, the horizontal rudder of the horizontal aerodynamic surface in front of the aircraft deflects upward, reducing lift, and the horizontal rudder of the horizontal aerodynamic surface in the rear deflects downward, increasing lift. Overall, a nose-down moment is generated, which causes the aircraft to have a restoring moment to the original pitch angle. When the aircraft flies forward, it rolls due to disturbances. The rudder adjustment device drives the horizontal rudder deflection of the aircraft's horizontal aerodynamic surface, and the flight control system controls the vertical rudder deflection of the vertical aerodynamic surface, causing the aircraft to generate a roll restoring moment around the center of gravity.

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