Aircraft take-off and landing system, building and emergency response control method thereof

Abstract

The invention discloses an aircraft take-off and landing system for a building, the building and an emergency response control method of the building. The aircraft take-off and landing system comprises a take-off and landing platform; the deployment mechanism is connected with the take-off and landing platform and used for driving the take-off and landing platform to move between a storage position where the take-off and landing platform is stored in the building and a deployment position where the take-off and landing platform extends out of the building; the door control assembly is used for being installed on an enclosure structure of a building to open and close a channel, and the lifting platform moves between the storage position and the deployment position through the channel. Through the working mode of deployment according to needs and storage after use, the problems that a traditional parking apron is large in occupied space, high in building structure requirement and limited in application are effectively solved; meanwhile, rapid and automatic deployment is carried out by responding to an emergency event signal, the system is allowed to be arranged in a safer building middle floor, and the response speed and rescue efficiency under the emergency condition are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of low-altitude airspace equipment technology, and in particular to aircraft take-off and landing systems, buildings and their emergency response control methods. Background Technology

[0002] With the rapid development of the low-altitude economy, new types of aircraft such as drones and electric vertical take-off and landing aircraft are increasingly being used in urban logistics, emergency rescue, and passenger transportation, which has created an urgent need for miniaturized and intelligent take-off and landing platforms in cities.

[0003] However, existing take-off and landing platforms are mostly traditional helicopter landing pads located on the rooftops of buildings. These traditional landing pads suffer from the following main technical drawbacks:

[0004] Traditional helipads occupy valuable rooftop space in urban buildings, and have high structural load-bearing requirements and huge renovation costs, making them difficult to add to most existing high-rise buildings.

[0005] The helipad is fixed on the rooftop. In emergencies such as fires, the rooftop may become a dangerous area due to the chimney effect, which is not conducive to personnel evacuation and rescue.

[0006] Therefore, there is an urgent need in this technical field for a new type of take-off and landing platform that can effectively utilize building space, can be flexibly deployed on intermediate floors such as refuge floors of super high-rise buildings, and can achieve intelligent and automated emergency response, so as to solve the technical problems of large space occupation, limited application and low emergency efficiency of existing technologies. Summary of the Invention

[0007] The main objective of this invention is to provide an aircraft take-off and landing system, a building, and an emergency response control method therefor to solve the above-mentioned technical problems.

[0008] In a first aspect, the present invention provides an aircraft take-off and landing system for a building, comprising: a take-off and landing platform; a deployment mechanism connected to the take-off and landing platform, the deployment mechanism being used to drive the take-off and landing platform to move between a storage position housed inside the building and a deployment position extending outside the building; a gating assembly for mounting on the building envelope to open and close a passage, the take-off and landing platform moving between the storage position and the deployment position via the passage; and a controller electrically connected to the deployment mechanism and the gating assembly respectively, and configured to: in response to a trigger signal, control the gating assembly to open the passage, and control the deployment mechanism to move the take-off and landing platform from the storage position to the deployment position; wherein the trigger signal includes a predetermined aircraft identification signal and / or an emergency event signal.

[0009] The deployment mechanism includes a guide rail and a slide block slidably mounted on the guide rail; the take-off and landing platform is connected to the slide block; the guide rail has a groove, and the slide block has a guide portion that cooperates with the groove; the guide portion is accommodated within the groove.

[0010] The deployment mechanism further includes a limiting component, which includes a limiting groove disposed on the slide and a limiting block disposed at a predetermined position; the length of the limiting groove is shorter than the length of the slide, and one end of the limiting groove extends to one end of the slide; when the deployment mechanism drives the take-off and landing platform to the deployment position, the limiting block abuts against the limiting groove.

[0011] The door control assembly includes a slide rail assembly and a first door panel and a second door panel that are slidably engaged with the slide rail assembly. The first door panel and the second door panel are arranged opposite to each other and are used to slide open or close the passage.

[0012] The system also includes sensors for collecting characteristic information of the aircraft, which are then used by the controller to generate a predetermined aircraft identification signal. The sensors include at least one of a camera, radar, and infrared sensor. The controller is communicatively connected to the building's fire alarm system, security system, or the city's emergency command platform to receive emergency event signals.

[0013] In a second aspect, the present invention also provides a building comprising an aircraft take-off and landing system as described in the first aspect.

[0014] The building is a super high-rise building, and the building also includes a main building body. At least one side of the main building body is provided with a passage, and the aircraft take-off and landing system is located inside the passage.

[0015] Thirdly, the present invention also provides an emergency response control method for a building, wherein the building is equipped with an aircraft take-off and landing system as described in the first aspect, the method comprising the following steps:

[0016] Acquire at least one status data associated with the building; based on the status data, determine whether a preset emergency response condition is met; and when the emergency response condition is met, automatically execute at least one preset response action, the response action including: controlling the take-off and landing platform to move from the storage location to the deployment location.

[0017] The step of acquiring at least one status data associated with the building includes: collecting environmental data inside the building by means of at least one of a temperature sensor, a smoke detector, or an infrared thermal imaging sensor installed inside the building; accessing an urban emergency data platform to acquire external emergency data related to the area where the building is located; determining whether preset emergency response conditions are met based on the status data includes: using a preset algorithm to compare the status data with a preset emergency event model to identify the type and / or level of the emergency event; the response action also includes: controlling at least one of an emergency lighting system, an access control system, or an elevator system inside the building.

[0018] The step of determining whether preset emergency response conditions are met based on the status data further includes: determining a response plan from a digital contingency plan database based on the status data and / or the type and / or level of the emergency event; wherein the preset response action is determined based on the response plan.

[0019] Beneficial technical effects of the present invention:

[0020] This invention provides an aircraft take-off and landing system that can be housed inside a building and automatically deployed based on predetermined signals. Through an "on-demand deployment, post-use storage" working mode, it effectively solves the problems of traditional helipads, such as large space requirements, high structural requirements, and limited application. Simultaneously, by responding to emergency event signals for rapid and automated deployment, and allowing its placement on safer intermediate floors of buildings, it significantly improves response speed and rescue efficiency in emergency situations, overcoming the safety deficiencies of traditional rooftop helipads in emergency scenarios. Ultimately, this invention achieves a novel aircraft take-off and landing solution that is space-saving, flexible in deployment, rapid in response, and intelligent. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a three-dimensional schematic diagram of an aircraft take-off and landing system provided in an embodiment of the present invention;

[0023] Figure 2 This is a three-dimensional schematic diagram of the guide rail in the aircraft take-off and landing system provided in an embodiment of the present invention;

[0024] Figure 3 This is a three-dimensional schematic diagram of the slide in the aircraft take-off and landing system provided in an embodiment of the present invention;

[0025] Figure 4 This is a schematic diagram of controller linkage control in an aircraft takeoff and landing system provided in an embodiment of the present invention;

[0026] Figure 5 This is a three-dimensional schematic diagram of a building provided in an embodiment of the present invention;

[0027] Figure 6 A schematic diagram of a building's floors and an aircraft take-off and landing system provided in an embodiment of the present invention;

[0028] Figure 7 This is a schematic diagram of an aircraft take-off and landing system in a building, provided as an embodiment of the present invention.

[0029] Figure 8 This is a schematic diagram of the emergency response control method provided in an embodiment of the present invention.

[0030] Explanation of reference numerals in the attached figures:

[0031] In the diagram: 10-Takeoff and landing platform, 20-Deployment mechanism, 21-Guide rail, 211-Slide groove, 22-Slide seat, 221-Guide part, 231-Limit groove, 232-Limit block, 30-Gate control assembly, 31-Slide rail assembly, 32-First door panel, 33-Second door panel, 40-Controller, 50-Sensor, 101-Enclosure structure, 102-Passageway, 103-Building main body, 200-Aircraft takeoff and landing system. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] It should be understood that, when used in this specification and the appended claims, the terms "comprising" and "including" indicate the presence of the described features, integrals, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0034] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0035] It should also be further understood that the term "and / or" as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0036] Please also refer to Figures 1-4 This invention provides an aircraft take-off and landing system for buildings. The system aims to address the problems of large space occupation, limited application scenarios, and low emergency response efficiency of existing take-off and landing platforms. It is particularly suitable for high-rise buildings and can be installed in refuge floors or connecting platforms between floors. The system enables automated deployment and storage of the take-off and landing platform to support aircraft (such as drones, electric vertical take-off and landing aircraft, eVTOL, etc.) operations in both peacetime and emergency situations. The aircraft takeoff and landing system 200 includes: a takeoff and landing platform 10; a deployment mechanism 20 connected to the takeoff and landing platform 10, the deployment mechanism 20 being used to drive the takeoff and landing platform 10 to move between a storage position housed inside the building and a deployment position extending outside the building; a gating assembly 30 for mounting on the building's enclosure structure 101 to open and close a passage 102 through which the takeoff and landing platform 10 moves between the storage position and the deployment position; and a controller 40 electrically connected to the deployment mechanism 20 and the gating assembly 30, respectively, and configured to: in response to a trigger signal, control the gating assembly 30 to open the passage 102, and control the deployment mechanism 20 to move the takeoff and landing platform 10 from the storage position to the deployment position; wherein the trigger signal includes a predetermined aircraft identification signal and / or an emergency event signal.

[0037] In this embodiment, the aircraft take-off and landing system 200 includes: a take-off and landing platform 10, a deployment mechanism 20, a gating component 30, and a controller 40.

[0038] The take-off and landing platform 10 is the physical support surface for the aircraft to dock, take off, and land. The take-off and landing platform 10 can be designed as a plate structure with sufficient strength and rigidity, and its size and load-bearing capacity can be adapted according to the type of aircraft to be taken off and landed, such as a small logistics drone or a light manned aircraft.

[0039] The deployment mechanism 20 is connected to the takeoff and landing platform 10, and its core function is as a power drive unit. This deployment mechanism 20 can drive the takeoff and landing platform 10 to move back and forth between two positions: a storage position where it is completely retracted inside the building when not in use, and a deployment position extending outside the building for use by the aircraft. By storing the platform inside the building, external space can be effectively saved, and the platform can be protected from severe weather.

[0040] The gate control assembly 30 is installed on the building envelope 101, such as an exterior wall or glass curtain wall. It is used to open and close a passage 102, which is the necessary path for the lifting platform 10 to move from its storage position to its deployment position. When the platform needs to be deployed, the gate control assembly 30 opens the passage 102; after the platform is stored, the gate control assembly 30 closes the passage 102 to maintain the integrity of the building envelope 101. Here, the passage 102 is essentially an opening created in the exterior wall or glass curtain wall.

[0041] The controller 40 can be an integrated electronic control unit or a control system. It is connected to the deployment mechanism 20 and the gating assembly 30 via electrical signals to achieve coordinated control of them. The controller 40 is programmed to automatically execute a series of predetermined actions upon receiving a preset trigger signal: first, it controls the gating assembly 30 to open the channel 102; then, it controls the deployment mechanism 20 to drive the take-off and landing platform 10, smoothly moving it from the storage position to the deployment position, preparing it for the aircraft's take-off and landing.

[0042] The trigger signal is the input command that initiates the automated deployment process of the entire system, and it can include at least the following two types:

[0043] Pre-selected aircraft identification signal: This signal is used under normal circumstances. For example, when the system detects a registered and authorized aircraft approaching a designated airspace, the controller 40 will receive this signal and automatically deploy the takeoff and landing platform 10 for routine logistics transportation or personnel transfer tasks.

[0044] Emergency Event Signal: This signal is used in emergency situations. For example, the system will receive this emergency event signal when a fire occurs inside a building, a dispatch order is received from the city's emergency command center, or an aircraft needs to make an emergency landing. Upon responding to this signal, the controller 40 will immediately deploy the take-off and landing platform 10 to support emergency tasks such as emergency rescue, personnel evacuation, or material transfer.

[0045] In summary, the aircraft take-off and landing system 200 of this embodiment realizes intelligent linkage between the gate control component 30 and the deployment mechanism 20 through the response of the controller 40 to the trigger signal, enabling the take-off and landing platform 10 to automatically and quickly extend from inside the building to the working position according to actual needs (whether routine operations or emergencies), which significantly improves space utilization and response efficiency.

[0046] In this embodiment, the aircraft take-off and landing system 200, through a retractable and automatically deployable platform combined with intelligent control logic, systematically solves the inherent defects of traditional helipads in terms of space cost, application scenarios, and emergency efficiency.

[0047] Firstly, addressing the issues of traditional helipads occupying valuable building space and incurring high renovation costs, this embodiment utilizes a deployment mechanism 20 to allow the landing platform 10 to move between its internal storage location and its external deployment location. When the system is not in operation, the entire landing platform 10 is completely retracted into the building, and the passageway 102 is sealed off via a gate control component 30, ensuring the building's exterior facade remains intact and occupying virtually no permanent external space. This "use-as-you-go, retract-after-use" model completely changes the permanent occupation of roof space by traditional helipads. Furthermore, because it can be flexibly installed on intermediate floors such as refuge floors, it significantly reduces the load requirements and renovation difficulties on the building's top-floor structure, effectively solving the space and cost challenges.

[0048] Secondly, addressing the limitations of existing helipad applications and their inability to adapt to the operational needs of new types of aircraft, the system design of this embodiment possesses inherent flexibility. Its on-demand deployment mode is perfectly suited to the "high-frequency, short-duration" operational characteristics of drones and other aircraft, avoiding the inefficient operation mode of maintaining a large, permanent helipad for small aircraft. More importantly, this embodiment introduces a controller 40 and specific trigger signals. The presence of a pre-selected aircraft identification signal enables the system to intelligently and automatically respond to routine, pre-registered flight missions, providing efficient and convenient takeoff and landing support for non-emergency applications such as urban logistics and air traffic, thus breaking through the application limitations of traditional helipads, which are only suitable for medium and large helicopters.

[0049] Finally, the controller 40 in this embodiment is explicitly configured to respond to emergency event signals. This means that the system is no longer a passive facility, but an intelligent node that can actively integrate into the building's and even the entire city's emergency response network. Once an emergency signal is received from a fire alarm system or the city's emergency command platform, the controller 40 can automatically control the gate control component 30 to open and drive the deployment mechanism 20 to extend from the platform without manual intervention. This automated and intelligent linkage mechanism achieves rapid and reliable emergency response, completely solving the problems of slow response and difficult coordination in the traditional mode. At the same time, since the system can be deployed on the middle floors of a building, it can effectively avoid the risk of the roof becoming a dangerous area due to the "chimney effect" during a fire, providing a safer and more efficient life channel for personnel evacuation and the transfer of rescue materials.

[0050] In one embodiment, the deployment mechanism 20 includes a guide rail 21 and a slide block 22 slidably mounted on the guide rail 21; the take-off and landing platform 10 is connected to the slide block 22.

[0051] In this embodiment, the deployment mechanism 20 includes a guide rail 21 arranged along a predetermined extension direction and a slide block 22 slidably mounted on the guide rail 21. The take-off and landing platform 10 is securely connected to the slide block 22.

[0052] Specifically, the guide rail 21 is a linear track structure fixedly installed inside a building, such as on the floor slab of a refuge floor, providing a path for the movement of the lifting platform 10. To enhance stability and load-bearing capacity, multiple guide rails 21 can be arranged; for example, two parallel guide rails 21 can be included to form a stable track system.

[0053] The slide 22 is a movable component capable of reciprocating along the length of the guide rail 21. It slides along the guide rail 21 and supports the lifting platform 10. When the drive source (such as a motor) in the deployment mechanism 20 is activated, the driving force acts on the slide 22, causing it to move along the guide rail 21. Since the lifting platform 10 is connected to the slide 22, the movement of the slide 22 directly drives the lifting platform 10 to extend or retract between the storage position and the deployment position.

[0054] By adopting the structure of "guide rail 21 + slide block 22", the lifting platform 10 is ensured to operate smoothly during high-speed deployment and retraction, avoiding shaking or tilting, and ensuring the safety and reliability of the system.

[0055] In one specific embodiment, the system further includes a drive assembly for moving the slide 22. The drive assembly mainly includes a drive motor and a gear and rack transmission mechanism.

[0056] The rack and pinion transmission mechanism consists of a rack and a gear. The rack is securely mounted on the building floor slab, and its orientation is completely parallel to the guide rail 21. The rack, as a fixed linear track, provides a reference for transmission.

[0057] The drive motor is mounted on the movable slide 22. The motor's output shaft is connected to the gear, which meshes with the rack. Its working principle is as follows: When the controller 40 issues a deployment or retraction command, it sends a control signal to the drive motor mounted on the slide 22, such as a pulse signal containing the rotation direction, speed, and angle. Upon receiving the signal, the drive motor's output shaft drives the gear to rotate. Since the rack is stationary, the rotating gear, in order to maintain its meshing relationship with the rack, will inevitably "roll" along the length of the rack, thereby propelling the entire slide 22 (including the motor mounted on it and the fixed lifting platform) to move linearly along the guide rail 21.

[0058] In one embodiment, the guide rail 21 has a groove 211, and the slide block 22 has a guide portion 221 that cooperates with the groove 211; the guide portion 221 is housed in the groove 211 to guide the slide block 22 to slide along the length direction of the guide rail 21.

[0059] In this embodiment, the guide rail 21 has a groove 211 along its length. Correspondingly, the slide block 22 has a guide portion 221 that matches the shape and size of the groove 211.

[0060] During assembly and operation, the guide portion 221 of the slide block 22 is housed within the groove 211 of the guide rail 21, forming a sliding fit. The inner wall of the groove 211 constrains the guide portion 221, limiting any unnecessary movement or rotation of the slide block 22 in the direction perpendicular to the length of the guide rail 21. Therefore, guided by the guide portion 221 within the groove 211, it ensures that the slide block 22 can only slide strictly and smoothly along the length of the guide rail 21.

[0061] This guiding structure, similar to a dovetail groove or T-slot, greatly enhances the rigidity and stability of the deployment mechanism 20 when bearing heavy loads (i.e., the take-off and landing platform) and reciprocating. It effectively prevents sagging, vibration, or jamming that may occur when the platform extends into a suspended state, ensuring the reliability and safety of the entire deployment process, which is especially important for take-off and landing systems operating in high-altitude environments.

[0062] In one specific embodiment, the guide rail 21 has a laterally open groove 211 on each of its opposite sides. This means that the opening of each groove 211 faces outward from the guide rail 21, rather than vertically upward. These two grooves 211 each form a "C"-shaped inner cavity space on the side of the guide rail 21. Correspondingly, the slide block 22 has two guide portions 221 that mate with the aforementioned grooves 211. The cross-sectional shape of the guide portion 221 matches the inner cavity space inside the guide rail 21.

[0063] During assembly, the guide portion 221 of the slide block 22 slides into one end of the guide rail 21, and the guide portion 221 is accommodated within the groove 211 of the guide rail 21. When the slide block 22 slides along the length of the guide rail 21, the guide portion 221 moves under the constraint of the inner wall of the groove 211, achieving smooth linear guidance.

[0064] The key advantage of this structure is that, because the opening of the slide 211 is lateral, the upper wall of the slide 211 covers the guide portion 221, forming a mechanical lock. This structure ensures that the slide 22 cannot detach vertically upward from the guide rail 21 in any position. Even when the lifting platform 10 is in a cantilevered state, the enormous weight of the platform and its load can only act on the guide portion 221 and be transmitted to the lower wall of the slide 211 through it, and will never cause the slide 22 to separate from the guide rail 21.

[0065] The design of this side-opening slide 211 and the corresponding guide part 221 not only realizes the sliding of the slide 22 along the length of the guide rail 21, but also provides extremely high safety in a purely mechanical way, effectively preventing the risk of the slide 22 vertically detaching from the guide rail 21, and ensuring the structural integrity and safety of the entire take-off and landing system when it is running at high altitude.

[0066] In one embodiment, the deployment mechanism 20 further includes a limiting component, which includes a limiting groove 231 disposed on the slide 22 and a limiting block 232 disposed at a predetermined position; the length of the limiting groove 231 is shorter than the length of the slide 22, and one end of the limiting groove 231 extends to one end of the slide 22; when the deployment mechanism 20 drives the take-off and landing platform 10 to the deployment position, the limiting block 232 abuts against the limiting groove 231.

[0067] In this embodiment, the limiting component is designed to ensure that the take-off and landing platform 10 stops accurately at the preset deployment position each time, while providing a rigid physical support to prevent the platform from overextending.

[0068] Specifically, in addition to the guide rail 21 and the slide 22, the deployment mechanism 20 also includes a limiting component. The limiting component consists of a limiting groove 231 and a limiting block 232 disposed at a predetermined position.

[0069] The limiting block 232 is a fixed component installed at the end of the guide rail 21 or on a building structure (such as a floor slab) near the end of the guide rail 21. Its position corresponds to the final position that the slide block 22 should reach when the lifting platform 10 is fully extended to the designed deployment position.

[0070] The limiting groove 231 is formed on the slide 22. The length direction of the limiting groove 231 is consistent with the movable direction of the slide 22, and its length is shorter than the total length of the slide 22. Therefore, one end of the limiting groove 231 is closed, while the other end extends to one end of the slide 22 (the end of the slide facing the outside of the building), forming an open entrance.

[0071] The working process is as follows: When the deployment mechanism 20 drives the slide 22 to move outward, since the entrance of the limiting groove 231 is open, the fixed limiting block 232 will smoothly enter and slide along the limiting groove 231. When the slide 22 is about to reach its end point of travel, the limiting block 232 will move to the end of the limiting groove 231 and abut against the inner wall of the closed end of the limiting groove 231. This physical abutment will generate a huge reaction force, effectively preventing the slide 22 from continuing to move outward.

[0072] At this point, the contact signifies that the landing platform 10 has reached its preset deployment position. This mechanical limiting method not only provides the control system with a clear end-of-travel signal, but more importantly, it provides a highly reliable physical barrier. Even in extreme situations such as motor drive failure or control signal errors, this rigid contact structure effectively prevents serious accidents such as structural instability or fall caused by excessive extension of the landing platform 10. Through this design, the operational safety of the system is greatly improved.

[0073] In one embodiment, the door control assembly 30 includes a slide rail assembly 31 and a first door panel 32 and a second door panel 33 that are slidably engaged with the slide rail assembly 31. The first door panel 32 and the second door panel 33 are disposed opposite to each other and are used to slide open or close the channel 102.

[0074] In this embodiment, the door control component includes a slide rail assembly 31 and a first door panel 32 and a second door panel 33 that are slidably engaged with the slide rail assembly 31.

[0075] The slide rail assembly 31 is installed at the top and bottom of the channel 102, providing a preset track for the movement of the door panel. For example, it can be an upper slide rail provided at the upper edge of the channel 102 and a lower slide rail provided at the lower edge.

[0076] The first door panel 32 and the second door panel 33 are the main components constituting the openable "door". They are designed to be arranged opposite each other. When the passage 102 is closed, the two move towards each other and eventually meet at the center line to form a complete, enclosed wall that completely covers the passage 102. When the passage 102 is open, the two move away from each other and slide to the sides of the passage 102, thereby making full use of the passage 102 space for the lifting platform 10 to pass through.

[0077] This double-door panel sliding design, compared to a single door panel requiring the entire width of the channel 102 to be moved, only requires each of the two door panels to move about half the width. Therefore, it can greatly shorten the time required to open and close the door and improve the efficiency of the system response.

[0078] The door panels can be driven by independent motors via transmission mechanisms such as belts, chains, or lead screws, and are uniformly coordinated and controlled by the aforementioned controller 40. When the controller 40 issues an opening command, the drive mechanism drives the first door panel 32 and the second door panel 33 to slide open to both sides simultaneously; when a closing command is issued, they slide towards each other until fully closed. This structure is simple, reliable, and operates smoothly, effectively meeting the requirements of the aircraft take-off and landing system 200 for the rapid opening and closing of the passageway 102.

[0079] In one embodiment, the system further includes a sensor 50 for collecting characteristic information of the aircraft so that the controller 40 can generate the predetermined aircraft identification signal.

[0080] In this embodiment, the aircraft takeoff and landing system 200 also includes at least one sensor 50. The core function of this sensor 50 is to be deployed outside the building or near the takeoff and landing platform 10 to continuously monitor and collect characteristic information of aircraft approaching the system. This collected information may be images, thermal signals, or other identifiable feature data.

[0081] After sensor 50 collects the raw information, it transmits it to controller 40. Controller 40 integrates corresponding algorithms or data processing modules to analyze and process this information to generate the predetermined aircraft identification signal. For example, controller 40 can compare the collected aircraft appearance information with a pre-stored database containing authorized aircraft characteristics. If the comparison is successful, confirming that the aircraft is a "registered" or "normal" authorized aircraft, controller 40 will generate the identification signal as a legitimate command to trigger platform deployment.

[0082] By introducing sensor 50, the system can actively identify targets and determine their legitimacy, thereby enabling automated and intelligent responses to routine flight missions under "normal conditions." It can provide services to authorized aircraft without human intervention, greatly improving the system's operational efficiency and intelligence level.

[0083] In one embodiment, the sensor 50 includes at least one of a camera, radar, and infrared sensor.

[0084] In this embodiment, the sensor 50 can be a single type of sensor 50 or a combination of multiple different types of sensors 50. Specifically, the sensor 50 can include at least one of the following types:

[0085] Cameras: such as high-definition visible light cameras or infrared cameras used at night. Cameras can capture optical images or video streams of the aircraft for visual recognition. Controller 40 can use image processing algorithms to identify specific markings on the aircraft (such as QR codes or serial numbers), or analyze its external features using AI models to determine its model and ownership.

[0086] Radar: For example, millimeter-wave radar. Radar, by emitting and receiving electromagnetic waves, can detect the presence of aircraft in all weather conditions at long distances, and accurately measure their distance, speed, and azimuth. Radar data is crucial for monitoring airspace conditions, providing early warning of approaching aircraft, and guiding aircraft towards platforms.

[0087] Infrared sensor: Specifically refers to passive infrared thermal imaging sensor 50. This sensor 50 can detect the thermal radiation generated by the operation of the aircraft's engine or electronic equipment, forming a thermal image. This not only enables the detection of aircraft in low visibility conditions, but also allows for the identification of aircraft type or determination of abnormal operating conditions (e.g., overheating) by analyzing thermal characteristics.

[0088] In practical applications, the various sensors 50 mentioned above will be fused together to leverage their strengths and compensate for their weaknesses, forming a multimodal perception system. For example, radar can be used for long-range early warning and trajectory tracking, while a camera can be activated for precise identification once the aircraft approaches close range. This combination approach can greatly improve the accuracy of information collection and the system's anti-interference capability, ensuring that the controller 40 can generate accurate predetermined aircraft identification signals based on comprehensive and reliable data.

[0089] In one embodiment, the controller 40 is communicatively connected to the building's fire alarm system, security system, or the city's emergency command platform to receive the emergency event signal.

[0090] In this embodiment, in order to receive authoritative emergency commands in a timely and accurate manner, the controller 40 establishes a communication connection with the emergency system inside or outside the building via wired or wireless means. Specifically, the controller 40 can communicate with at least one of the following systems:

[0091] Fire alarm system of the building: When a smoke detector or temperature sensor is triggered anywhere in the building, the main fire alarm system will issue an alarm and simultaneously send a clear emergency event signal to the controller 40 of this system through a preset interface. Upon receiving this signal, the controller 40 will immediately deploy the lifting platform 10 to prepare for fire rescue or personnel evacuation.

[0092] Building security system: In the event of security incidents such as illegal intrusion or terrorist attacks, the main security system can also trigger this system to send an emergency event signal to the controller 40, so that security forces or special equipment can quickly arrive at the scene via aircraft.

[0093] The city's emergency command platform: The system's controller 40 can also directly access a higher-level city emergency command platform via a network (such as 5G, a private network, or satellite communication). In the event of a regional disaster (such as an earthquake or flood) or a major accident, the city's emergency command center can directly issue dispatch instructions to the aircraft takeoff and landing system 200 in a designated building; this instruction serves as the emergency event signal. The controller 40 responds to this signal, deploying the platform to support a wider range of emergency supplies transportation, casualty evacuation, or as a relay station for rescue aircraft.

[0094] By establishing direct communication links with these authoritative emergency information sources, the timeliness and accuracy of emergency event signals received by the controller 40 are ensured, enabling the system to achieve rapid and reliable automated response when a real emergency occurs, thus playing its key role as emergency infrastructure.

[0095] In one embodiment, the controller 40 is further configured to: upon receiving the emergency event signal, send a control command to the building management system of the building to coordinate the control of at least one of the emergency lighting system, elevator system, or access control system.

[0096] In this embodiment, the controller 40 is further configured to proactively send control commands to the building management system of the building or directly to the relevant subsystems at the same time as or after it receives an emergency event signal, such as a signal from a fire alarm system or a city emergency command platform and decides to activate the platform deployment.

[0097] The purpose of this control command is to coordinate with other auxiliary emergency equipment within the building, creating more favorable conditions for an upcoming aircraft rescue or personnel evacuation. The systems that controller 40 can coordinate with include at least one of the following:

[0098] Emergency lighting system: Controller 40 can send commands to illuminate emergency lighting fixtures leading from the floor where landing platform 10 is located to the core, evacuation staircases, and other critical areas. This can provide clear path guidance for rescue personnel arriving via the aircraft, or illuminate escape routes for personnel needing to proceed to the platform for evacuation.

[0099] Elevator System: Under specific emergency plans (e.g., non-fire-related medical emergencies), controller 40 can send instructions to dispatch one or more elevators directly to the floor where the landing platform 10 is located. This can significantly shorten the time for transferring injured personnel or emergency supplies, achieving seamless vertical transportation between the aircraft and the ground. In fire mode, it ensures that the elevators operate to a safe floor or cease service in accordance with fire safety regulations.

[0100] Access control system: Controller 40 can send commands to automatically unlock all or part of the electronic access control access from the landing platform 10 to the internal security area. This removes obstacles for rapid entry of rescue personnel or rapid evacuation of personnel inside, avoiding delays caused by searching for access cards or passwords in an emergency.

[0101] By endowing the controller 40 with the capabilities of "reverse control" and "lateral linkage," the aircraft takeoff and landing system 200 is upgraded from a single-function emergency facility into an emergency hub capable of coordinating and dispatching various resources within the building. This intelligent collaborative linkage integrates the originally dispersed subsystems into a highly efficient and coordinated whole, greatly optimizing emergency procedures, shortening response time, and thus significantly improving the system's safety assurance level in the face of emergencies.

[0102] like Figures 5-7 As shown, corresponding to the above-described aircraft take-off and landing system for a building, this embodiment of the invention also provides a building. This building includes the aircraft take-off and landing system 200 described in the foregoing embodiment.

[0103] In this embodiment, the building was designed or renovated with space reserved within its structure to accommodate the aircraft take-off and landing system 200. The deployment mechanism 20 is fixedly installed on the building's floor slab, and the take-off and landing platform 10, when in its stowed position, is entirely within the building's outline. The door control assembly 30 is part of the building's envelope 101 (such as an exterior wall or curtain wall) and remains integrated with the building facade when closed.

[0104] By integrating the aircraft take-off and landing system 200 described in any of the foregoing embodiments, the building in this embodiment is no longer merely a passive spatial carrier, but rather an active infrastructure capable of intelligently interacting with the urban low-altitude transportation network and emergency response system. It can provide aircraft take-off and landing services on demand and automatically, meeting both daily operational needs and enabling rapid response in emergencies, thereby greatly enhancing the value of the building itself.

[0105] In one embodiment, the building is a super high-rise building, and the building also includes a building body 103. A passage 102 is provided on at least one side enclosure structure 101 of the building body 103, and the aircraft take-off and landing system 200 is disposed inside the passage 102.

[0106] In this embodiment, the building is a super high-rise building. The super high-rise building includes a main building 103, and a passage 102 is provided on at least one side of the enclosure structure 101 of the main building 103.

[0107] The aircraft takeoff and landing system 200 is entirely housed inside the passageway 102. This means that all system components, including the takeoff and landing platform 10, deployment mechanism 20, gate control assembly 30, and controller 40, are integrated and installed within the passageway 102, behind the enclosure structure 101, without occupying external space.

[0108] In this layout, when the system is in standby mode, the landing platform 10 and its deployment mechanism 20 are completely concealed inside the passageway 102 and behind the gate control assembly 30, so the building facade remains intact from the outside. When the controller 40 receives a trigger signal, the gate control assembly 30 integrated on the enclosure structure 101 opens first, exposing the internal passageway 102; subsequently, the deployment mechanism 20 drives the landing platform 10 to extend outward along the passageway 102 until it reaches the deployment position.

[0109] By embedding the entire system within the passageway 102 of a specific floor (such as a refuge floor) of a super high-rise building, the building in this embodiment not only realizes the take-off and landing function of aircraft, but also achieves this goal in a highly integrated manner without affecting the normal use of the main building 103.

[0110] In this embodiment, one or more aircraft take-off and landing systems 200 can be installed on multiple floors at different heights of the building to form a three-dimensional, multi-layered air response network.

[0111] On the same floor plan, takeoff and landing systems can be installed in a single direction, multiple directions, or selective directions, depending on the building's orientation and surrounding airspace conditions. This multi-directional deployment capability enables the building to simultaneously respond to flight missions or emergency needs from different directions, greatly enhancing its operational throughput and emergency response capabilities.

[0112] In summary, the super high-rise building in this embodiment, by embedding the aircraft take-off and landing system within the passageway 102 of each floor and combining it with a flexible multi-level and multi-directional layout, not only solves the various drawbacks of traditional helipads, but also transforms the building itself into an efficient, intelligent, and three-dimensional low-altitude transportation node and emergency rescue hub.

[0113] like Figure 8 As shown, corresponding to the above-described aircraft take-off and landing system and building for a building, this embodiment of the invention also provides an emergency response control method for a building. This method is applied to buildings in which the aircraft take-off and landing system 200 described in any of the foregoing embodiments is built-in, for example, the aircraft take-off and landing system 200 installed in the refuge floor or a specific floor of a high-rise building. This method aims to seamlessly integrate the aircraft take-off and landing system 200 into the overall emergency management system of the building, achieving automated and intelligent response to emergency events.

[0114] The core of the building's emergency response control method lies in establishing a closed-loop control process of "perception-decision-response". Specifically, the method includes the following steps S100-S300:

[0115] S100: Obtain at least one status data associated with the building.

[0116] In this embodiment, this step is the starting point of the entire emergency response process. The controller 40 or the central processing unit connected to it is configured to continuously or periodically acquire data reflecting the safety status of the building and its surrounding environment. The "status data" is a broad concept and may include, but is not limited to, internal environmental parameters or external environmental information of the building. For example, the controller 40 can monitor basic data related to fire, security, etc. The purpose of this step is to provide real-time and accurate data input for subsequent risk assessment.

[0117] Step 2: Based on the status data, determine whether the preset emergency response conditions are met.

[0118] In this embodiment, after acquiring the status data, the controller 40 or its backend processing system analyzes and processes this data to determine whether the current situation constitutes an emergency event requiring the activation of an emergency response. The "preset emergency response conditions" can be a set of pre-defined logical rules or numerical thresholds. For example, when a certain status data (such as an abnormal temperature reading in a certain area) continuously exceeds a safety threshold, or when the combination pattern of status data from multiple different sources meets a preset hazard model, the system determines that the emergency response conditions have been met. This judgment process is automatic and requires no manual intervention, ensuring timely response.

[0119] Step 3: When it is determined that the emergency response conditions are met, at least one preset response action is automatically executed.

[0120] In this embodiment, once the system confirms that the emergency response conditions are met, it will immediately and automatically trigger a series of preset emergency response actions. These response actions include controlling the take-off and landing platform to move from the storage location to the deployment location. Specifically, the controller 40 will issue a command to the aircraft take-off and landing system 200. This command first triggers the gate control component 30 to open the passage 102 on the building envelope 101; then, the controller 40 drives the deployment mechanism 20 to smoothly and quickly move the take-off and landing platform 10, which was originally safely stored inside the building, to the deployment location extending outside the building. After completing this action, the take-off and landing platform 10 is in a standby state, providing a readily available take-off and landing point for upcoming emergency aircraft (such as fire-fighting drones), thereby gaining valuable time for subsequent emergency tasks such as evacuation, rescue, or material transportation.

[0121] In summary, the method of this embodiment upgrades the originally passive building facilities into an active emergency response unit by automatically collecting data, judging the danger and deploying the take-off and landing platform 10, which greatly improves the building's response speed and handling capabilities in the face of fire, natural disasters or sudden public safety events.

[0122] In one embodiment, the response action further includes controlling at least one of the building's emergency lighting system, access control system, or elevator system.

[0123] In this embodiment, after the system determines that the preset emergency response conditions are met, the "preset response actions" it automatically executes are not limited to deploying the take-off and landing platform, but also include the coordinated control of key subsystems inside the building. This coordinated control aims to create a favorable internal building environment in advance for rescue, evacuation, or material transfer activities that will be carried out through the take-off and landing platform 10.

[0124] In one implementation scenario, the response action may include controlling the emergency lighting system. For example, when a fire occurs inside a building, the controller 40, while triggering the deployment of the landing platform 10, simultaneously sends a linkage signal to the emergency lighting system. This signal can illuminate emergency lighting fixtures leading from the floor where the landing platform 10 is located to the building's core, evacuation staircases, and other critical safety areas. This provides clear path guidance for rescue personnel arriving by aircraft, or illuminates safe escape routes for internal personnel needing to evacuate to the landing platform 10, greatly improving access efficiency and safety in emergency situations.

[0125] In another implementation scenario, the response action may include controlling the access control system. Upon executing an emergency response, controller 40 may send a command to automatically unlock all or part of the electronic access control from the landing platform 10 to a predetermined safe area inside the building (e.g., the core area of ​​a refuge floor). This removes physical obstacles for rapid access by rescue personnel or rapid evacuation of personnel inside, avoiding valuable time delays caused by searching for access cards or entering passwords in a critical emergency.

[0126] In another implementation scenario, the response action may include controlling the elevator system. This control strategy can be intelligently adjusted according to the type of emergency. For example, in response to non-fire-related medical emergency events, controller 40 can dispatch one or more elevators directly to the floor where the landing platform 10 is located, thereby significantly reducing the vertical transportation time for transferring the injured or emergency supplies. Under specific emergency plans such as fires, controller 40 can ensure that the elevators enter fire-fighting mode according to fire regulations, such as running to the ground floor or a designated safe floor and ceasing service, to prevent people from accidentally entering and causing greater danger, while also reserving conditions specifically for firefighters.

[0127] It should be understood that the aforementioned control of the emergency lighting system, access control system, and elevator system can be executed individually or in any combination to form a comprehensive coordinated response scheme. By intelligently linking the deployment of the lifting platform 10 with the control of these internal building systems, the method of this embodiment achieves an upgrade from "single-point response" to "three-dimensional coordinated response." This horizontal linkage mechanism integrates the originally dispersed subsystems into a highly efficient and coordinated whole, significantly optimizing emergency procedures, shortening the overall response time, and thus comprehensively improving the building's safety assurance level in response to emergencies.

[0128] In one embodiment, acquiring at least one state data associated with the building includes: collecting environmental data inside the building by means of at least one of a temperature sensor, a smoke detector, or an infrared thermal imaging sensor 50 disposed within the building.

[0129] In this embodiment, temperature sensors can be strategically deployed in high-risk fire areas, such as mechanical and electrical rooms, power distribution rooms, kitchens, or parking lots of buildings. These sensors 50 continuously monitor the ambient temperature at their locations. When the controller 40 receives a reading from a temperature sensor indicating an abnormal temperature rise exceeding a preset fire alarm threshold, this reading is considered critical status data.

[0130] Smoke detectors are the most widely used fire detection devices in modern buildings. They are installed in public corridors, office areas, refuge floors, and stairwells. When the smoke concentration reaches a preset alarm value, it immediately sends a signal to the controller 40. This signal represents the status data indicating the potential fire risk.

[0131] The infrared thermal imaging sensor 50 can be installed in open spaces, such as lobbies or atriums, to capture the temperature distribution across the entire field of view in real time in a non-contact manner and generate thermal images. Compared to single-point temperature sensors, it can detect fire hazards such as overheating of electrical equipment earlier, or effectively identify the location of fire sources and the thermal signals of trapped personnel in smoky environments, thus providing richer and more intuitive status data.

[0132] The controller 40 can be configured to receive and comprehensively analyze data from one or more of the aforementioned sensors 50. For example, when the controller 40 simultaneously receives an alarm signal from a smoke detector and a rapid temperature rise signal from a temperature sensor in the same area, the system can determine with high confidence that the "preset emergency response conditions" (i.e., confirming a fire) have been met.

[0133] By acquiring core environmental data directly from key locations inside a building, the method in this embodiment can ensure early, rapid, and accurate identification of internal emergencies (especially fires), providing the most reliable and timely triggering basis for subsequent automatic deployment of take-off and landing platforms and execution of other emergency response actions.

[0134] In one embodiment, obtaining at least one status data associated with the building further includes: accessing an urban emergency data platform to obtain external emergency data related to the area where the building is located.

[0135] In this embodiment, the controller 40 or its backend system establishes a stable data link with the city's emergency command center or data platform through a preset application programming interface (API), dedicated network, or satellite communication. Through this link, the system can acquire the following types of external emergency data in real-time or near real-time:

[0136] Natural disaster early warning information: for example, extreme weather warnings such as typhoons, rainstorms, and snowstorms issued by meteorological departments; or earthquake rapid reports and early warning information issued by earthquake bureaus.

[0137] Public safety incident reports: For example, official reports about major fires, hazardous material leaks, terrorist attacks, or large-scale mass incidents occurring near buildings.

[0138] Emergency dispatch instructions: For example, a dispatch instruction issued by the city's emergency command platform that requires the requisition of the building's landing platform as an emergency rescue relay station or a material distribution point.

[0139] By acquiring this external emergency data, this embodiment can achieve two important functions:

[0140] Early warning response: When an external disaster warning that may affect the building is received, even if the internal sensors 50 of the building have not yet shown any abnormal readings, the system can determine in advance that the emergency response conditions have been met and immediately and automatically deploy the take-off and landing platform 10 to prepare for possible subsequent evacuation or rescue.

[0141] Collaborative Response: When receiving external emergency dispatch instructions requiring this building to serve as a node in the emergency network, the system can automatically respond and deploy take-off and landing platform 10 to coordinate with the city's emergency operations, such as providing a temporary take-off, landing, and resupply point for rescue aircraft flying to nearby disaster areas.

[0142] Therefore, by integrating internal environmental data and external emergency data, this embodiment establishes a situational awareness system that takes into account both internal and external factors and is comprehensive in information. This enables emergency response to move beyond passive responses and instead allows for advance prediction and proactive coordination, significantly enhancing the resilience of buildings and their value in the urban emergency system.

[0143] In one embodiment, determining whether preset emergency response conditions are met based on the status data includes: using a preset algorithm to compare the status data with a preset emergency event model to identify the type and / or level of the emergency event.

[0144] In this embodiment, the system's controller 40 or background analysis engine has multiple "emergency event models" built in. Each model is a digital description of the data characteristics of a specific emergency situation (such as fire, illegal intrusion, or medical emergency).

[0145] For example, an “initial fire model” is defined as: “Within 10 seconds, smoke detector A in the same fire compartment is in the ‘alarm’ state, and the reading of temperature sensor B rises at a rate exceeding 5°C / second.”

[0146] The "preset algorithm" can be a combination of one or more algorithms, such as a pattern recognition algorithm or a data fusion algorithm. The task of this algorithm is:

[0147] Receives real-time multi-source status data (from internal sensor 50 and / or external platform).

[0148] The comparison involves combining these real-time data and matching them with various pre-stored "emergency event models".

[0149] Once the real-time data features match a model to a degree exceeding a preset confidence threshold, the algorithm determines that the emergency event corresponding to that model has occurred.

[0150] More importantly, this step goes beyond simply making a "yes / no" judgment; it can also further output the type and / or level of the emergency.

[0151] Type recognition: By matching different models, the system can distinguish whether the current event is a "fire incident", a "security incident" or a "medical rescue incident".

[0152] Level Identification: Within the same type of event, the system can also classify the events according to the severity of the data. For example, if only one smoke detector alarms, it may be identified as a "Level 1 Fire Alarm (Suspected)", while if multiple smoke and temperature sensors alarm simultaneously, accompanied by a clearly high-temperature area in the infrared thermal imaging, it may be identified as a "Level 3 Fire Alarm (Confirmed)".

[0153] Through this algorithm- and model-based intelligent identification, the system can make rapid, accurate, and in-depth diagnoses of emergency situations. This precise understanding of the event type and level is a key prerequisite for subsequent differentiated and precise response actions (e.g., activating different plans for different levels of fires), thereby making the entire emergency response and control method more efficient and intelligent.

[0154] In one embodiment, before or simultaneously with automatically executing at least one preset response action, the method further includes: sending emergency warning information to one or more preset user terminals.

[0155] In this embodiment, "preset user terminals" refers to information recipients pre-defined during the system configuration phase. These recipients can be individuals or positions directly related to building safety management and emergency response. "Emergency warning information" is a structured data packet designed to be concise and informative. This information can be pushed through various methods, such as SMS, push notifications from mobile applications, email, or a pop-up alarm window on the monitoring screen in the command center.

[0156] By sending warning messages before or simultaneously with the execution of automated actions, a basis for human intervention and follow-up measures is provided. Upon receiving a warning, managers can immediately activate manual emergency plans, mobilize human resources, and complement the automated actions to jointly address the crisis.

[0157] In one embodiment, after determining whether the preset emergency response conditions are met based on the status data, the method further includes: determining a response plan from a digital contingency plan database based on the status data and / or the type and / or level of the emergency event; wherein the preset response action is determined based on the response plan.

[0158] In this embodiment, the system's controller 40 or back-end management platform is connected to a "digital contingency plan library." This library pre-stores structured response plans for different emergency scenarios. Each response plan is a detailed action plan that specifies the concrete response actions to be taken under specific circumstances (i.e., specific event types and levels).

[0159] Its workflow is as follows:

[0160] Triggering decision: Once the system identifies the type (e.g., "fire") and level (e.g., "Level 2") of the emergency event through the aforementioned steps, this identification result will serve as an index to trigger a call to the digital emergency plan library.

[0161] Matching and Determining the Solution: The system searches its contingency plan database for a response plan that matches a "Level 2 fire." Furthermore, the system can utilize real-time status data (e.g., the precise location of the fire source identified by the infrared thermal imaging sensor 50) to dynamically adjust and optimize the matched standard contingency plans, thereby generating a personalized, currently optimal response plan. For example, while the standard plan specifies "activating the sprinkler systems on the fire floor and the floors above and below it," combined with real-time data, the system can more precisely determine "activating only the sprinkler systems in zones B and C of the fire floor."

[0162] Generating Response Actions: Once the optimal solution is determined, the system parses a list of specific response actions to be executed from that solution. These response actions are the "preset response actions" mentioned in the preceding steps. Therefore, these actions are no longer simple, pre-written commands, but are determined based on the dynamically generated solution. For example, a determined solution might include the following action instructions:

[0163] Command A: Move the lifting platform from its storage position to its deployment position. Command B: Unlock all access control doors from the fire floor to the east evacuation staircase. Command C: Send a warning message containing the optimal evacuation route to all employees' mobile apps. Command D: Switch the elevator system to fire mode.

[0164] By introducing a digital contingency plan database and a mechanism for dynamically determining response plans, this embodiment achieves a leap from a simple "condition-action" response model to an intelligent closed-loop control system encompassing "perception-analysis-decision-execution." This makes emergency response more precise, efficient, and flexible, enabling the most appropriate response to rapidly changing on-site conditions.

[0165] In one embodiment, after automatically executing at least one preset response action, the method further includes: recording the processing data of the emergency event, and updating the emergency event model and / or the digital contingency plan library based on the processing data.

[0166] In this embodiment, the system automatically records the entire process data of each emergency event, including the initial state data that triggers the event, the system's decision-making process, each response action executed (such as the deployment time of the take-off and landing platform 10, access control opening records) and its results, as well as the final processing result of the event.

[0167] After the emergency event concludes, this recorded process data will be used for system optimization. For example:

[0168] Optimize emergency event models: By analyzing real data, we can identify the shortcomings of the original event models, and then fine-tune the trigger thresholds or feature parameters of the models to make them more accurate in future identifications.

[0169] Optimize the digital contingency plan database: If data shows that there are bottlenecks in the evacuation route planning of a certain contingency plan, or that the execution sequence of a certain linkage action is not good, the system or administrators can revise the contingency plan accordingly to improve the efficiency and effectiveness of the next response.

[0170] Through this "review-learning-optimization" mechanism, the method in this embodiment has the ability to continuously evolve. Each emergency response becomes a valuable experience, enabling the system to make better decisions when facing similar events in the future.

[0171] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An aircraft take-off and landing system for buildings, characterized in that, include: Take-off and landing platform; A deployment mechanism is connected to the take-off and landing platform, and the deployment mechanism is used to drive the take-off and landing platform to move between a storage position inside the building and a deployment position extending outside the building; A gate control assembly for installation on the building envelope to open and close a passageway, through which the lifting platform moves between the storage location and the deployment location; as well as The controller is electrically connected to the deployment mechanism and the gate control component, respectively, and is configured to: in response to a trigger signal, control the gate control component to open the channel, and control the deployment mechanism to move the take-off and landing platform from the storage position to the deployment position; The triggering signal includes a predetermined aircraft identification signal and / or an emergency event signal.

2. The system according to claim 1, characterized in that, The deployment mechanism includes a guide rail and a slide block slidably mounted on the guide rail; the take-off and landing platform is connected to the slide block; the guide rail has a groove, and the slide block has a guide portion that cooperates with the groove; the guide portion is accommodated within the groove.

3. The system according to claim 2, characterized in that, The deployment mechanism further includes a limiting component, which includes a limiting groove disposed on the slide and a limiting block disposed at a predetermined position; the length of the limiting groove is shorter than the length of the slide, and one end of the limiting groove extends to one end of the slide; when the deployment mechanism drives the take-off and landing platform to the deployment position, the limiting block abuts against the limiting groove.

4. The system according to claim 1, characterized in that, The door control assembly includes a slide rail assembly and a first door panel and a second door panel that are slidably engaged with the slide rail assembly. The first door panel and the second door panel are arranged opposite to each other and are used to slide open or close the passage.

5. The system according to claim 1, characterized in that, It also includes sensors for collecting characteristic information of the aircraft so that the controller can generate the predetermined aircraft identification signal; the sensors include at least one of a camera, radar, and infrared sensor; the controller is communicatively connected to the building's fire alarm system, security system, or city's emergency command platform to receive the emergency event signal.

6. A building, characterized in that, Includes the aircraft take-off and landing system as described in any one of claims 1 to 5.

7. The building according to claim 6, characterized in that, The building is a super high-rise building, and the building also includes a main building body. At least one side of the main building body is provided with a passage, and the aircraft take-off and landing system is located inside the passage.

8. An emergency response control method for a building, wherein the building is equipped with an aircraft take-off and landing system as described in any one of claims 1 to 5, characterized in that, The method includes the following steps: Obtain at least one status data associated with the building; Based on the status data, determine whether the preset emergency response conditions are met; and When it is determined that the emergency response conditions are met, at least one preset response action is automatically executed, including: controlling the take-off and landing platform to move from the storage location to the deployment location.

9. The method according to claim 8, characterized in that, The acquisition of at least one status data associated with the building includes: Environmental data inside the building is collected by at least one of a temperature sensor, a smoke detector, or an infrared thermal imaging sensor installed inside the building. Access the city's emergency data platform to obtain external emergency data related to the area where the building is located; The step of determining whether the preset emergency response conditions are met based on the status data includes: using a preset algorithm to compare the status data with a preset emergency event model to identify the type and / or level of the emergency event; The response action also includes controlling at least one of the emergency lighting system, access control system, or elevator system within the building.

10. The method according to claim 9, characterized in that, After determining whether the preset emergency response conditions are met based on the status data, the method further includes: determining a response plan from a digital contingency plan database based on the status data and / or the type and / or level of the emergency event; wherein the preset response action is determined based on the response plan.

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