Aircraft constraint system for I-shaped orbit constraint and flight constraint method for limiting trajectory

Abstract

The invention discloses an aircraft restraining system restrained by an I-shaped track and a flight restraining method used for limiting the track. The I-shaped track comprises a track top plate, a track bottom plate and a middle vertical plate. Each set of control surface adjusting device comprises a height constraint adjusting mechanism and a direction constraint adjusting mechanism; horizontal control surfaces on two sides of the aircraft at the same spanwise position are correspondingly connected with a set of height constraint adjusting mechanism, and a vertical control surface is connected with one or two sets of direction constraint adjusting mechanisms; the height and direction restraining and adjusting mechanism and a track structure on one side of the I-shaped track form a floating connecting structure; in the process that the aircraft flies along the I-shaped track, the horizontal control surface is driven by the height constraint adjusting mechanism to deflect, and the vertical control surface is driven by the direction constraint adjusting mechanism to deflect, so that reverse acting force is generated, and the relative distance between the aircraft and the I-shaped 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] This invention relates to, but is not limited to, the field of aircraft transportation technology, and particularly to an I-shaped track constraint aircraft constraint system and a flight constraint method for limiting trajectory. Background Technology

[0002] Traditional main modes of ground transportation, while possessing strong transport capacity, are typically limited by terrain and geology, resulting in long construction periods. For example, for a construction distance of 20km, mountain roads take 3-5 years to build, cross-sea bridges take 4-10 years, and subways take 5-7 years, with high construction costs. In some terrains or urban planning scenarios, these facilities may even be impossible to construct. While high-speed rail offers advantages such as high speed and efficiency, high safety, and large transport capacity, it also suffers from drawbacks including high construction costs, long construction periods or even impossibilities in complex terrain, low economic benefits in some areas, wasted transport capacity, and high maintenance costs.

[0003] With the global energy crisis, environmental pollution, and accelerated urbanization, traditional transportation methods are struggling to meet modern society's demands for efficient, environmentally friendly, and intelligent travel. Against this backdrop, Electric Vertical Take-Off and Landing (eVTOL) aircraft, as an emerging form of air transportation, have attracted widespread attention. eVTOL combines the characteristics of helicopters and fixed-wing aircraft, achieving vertical take-off and landing (VTOL) and short-distance take-off and landing through electric power. It boasts advantages such as low noise, low energy consumption, and operational flexibility. For aircraft design, the ability to distribute lift and thrust aerodynamic surfaces offers greater possibilities. However, despite significant progress in eVTOL technology and its potential to open up new possibilities for future urban transportation and air transport, eVTOL still faces significant challenges in areas such as wind resistance, stability under complex weather conditions, battery technology bottlenecks, difficulties in airworthiness certification, air traffic management pressures, and public safety and policy risks. These issues not only limit the commercialization of eVTOL but also place higher demands on subsequent technological research and development and regulatory formulation. Summary of the Invention

[0004] The purpose of this invention is to provide an I-shaped track-constrained aircraft constraint system and a flight constraint method for limiting the trajectory, in order to solve the problems of long construction cycles and high construction costs in traditional ground transportation, as well as the technical difficulties that eVTOL transportation faces 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 constrained by an I-shaped track, comprising: an aircraft, at least two sets of control surface adjustment devices for altitude and orientation constraints, and an I-shaped track 9; The I-shaped track 9 is configured as a track with an I-shaped cross-section, including: a track top plate and a track bottom plate arranged opposite each other, and a central vertical plate connected to the middle of the track top plate and the track bottom plate; Each control surface adjustment device includes: a height constraint adjustment mechanism and a directional constraint adjustment mechanism; the horizontal control surfaces on both sides of the aircraft at the same spanwise position are connected to a corresponding set of height constraint adjustment mechanisms, and the vertical control surfaces of the aircraft at the same spanwise position are connected to one or two sets of directional constraint adjustment mechanisms; the height constraint adjustment mechanism and the directional constraint adjustment mechanism in each control surface adjustment device form a floating connection structure with the track structure located on one side of the central vertical plate in the I-shaped track 9. The control surface adjustment device is used to drive the horizontal control surface to deflect in the same phase as the direction of altitude deviation through the altitude constraint adjustment mechanism, and drive the vertical control surface to deflect in the same phase as the direction of lateral deviation from the track through the directional constraint adjustment mechanism, thereby generating a reverse force so that the relative distance between the aircraft and the I-shaped track 9 in both vertical and lateral directions is maintained within a preset range.

[0006] Optionally, in the I-shaped orbit constrained aircraft restraint system described above, in the I-shaped orbit 9, The track base plate has symmetrical upper surfaces on both sides of the central upright plate that form a preset slope with the horizontal plane. The lower surface of the track base plate is connected to the reference mounting surface of the I-shaped track 9 or directly connected to the ground. The track base plate is used to provide a return force to the aircraft in forward flight state through the preset slope of its symmetrical upper surfaces, and to provide support for the aircraft in landing state. The symmetrical end faces on both sides of the central upright plate form a preset slope with the horizontal plane, and the preset slope of the symmetrical end faces of the central upright plate makes the thickness of the upright plate section increase linearly from top to bottom; the central upright plate is used to provide a support end face through two sets of symmetrically arranged directional constraint adjustment mechanisms on its symmetrical side, so as to adjust the deflection angle of one or two vertical rudder surfaces located at the same spanwise position through the two sets of symmetrically arranged directional constraint adjustment mechanisms; The upper surface of the track top plate is set to a horizontal plane, and its main function is to provide support for the landing gear on the main body during the takeoff, taxiing, landing, and emergency landing. The lower surface of the track top plate is mainly used to prevent the aircraft from derailing when it generates excessive lift due to special circumstances such as sudden winds, by forming a locking action through the directional constraint adjustment mechanism.

[0007] Optionally, in the I-shaped orbit constrained aircraft restraint system described above, in the I-shaped orbit 9, In the small-radius turning area of ​​the track line of the I-shaped track 9, the slope of the upper surface of the track base plate is set to tilt towards the turning side, so as to use the centripetal force of the gravity component to make the turn. In the climbing or descending areas of the I-shaped track 9, the climbing angle of the aircraft is determined based on the height difference between the main body of the aircraft and the upper surface of the track top plate.

[0008] Optionally, in the aircraft constraint system constrained by the I-shaped track as described above, the altitude constraint adjustment mechanism includes a low-friction rolling component 3 and a horizontal control surface adjustment module, and the directional constraint adjustment mechanism includes a low-friction rolling component 3 and a vertical control surface adjustment module; the altitude constraint adjustment mechanism contacts the upper end surface of the track base plate in the I-shaped track 9 through the low-friction rolling component 3 installed at its bottom end, and the directional constraint adjustment mechanism contacts the side end surface of the middle vertical plate of the I-shaped track 9 through the low-friction rolling component 3 installed at its inner end; The horizontal control surface adjustment module and the vertical control surface adjustment module each include: an elastic and damping mechanism and a reverse adjustment mechanism; the horizontal control surface adjustment module and the vertical control surface adjustment module are used to drive the corresponding horizontal control surface or vertical control surface to deflect in the same direction as the deviation direction when the aircraft approaches or moves away from the track constraint surface during the flight of the aircraft along the I-shaped track 9, thereby generating a reverse force so that the relative distance between the aircraft and the I-shaped track 9 is maintained within a preset range.

[0009] Optionally, in the aircraft restraint system constrained by the I-shaped track as described above, the elastic and damping mechanism is set as a single-stage or multi-stage adjustment structure, which is used to automatically lengthen or shorten the distance between the aircraft and the corresponding constraint end face of the I-shaped track 9, and to play a supporting and shock-absorbing role. One end of the reverse adjustment mechanism is connected to the extendable section of the elastic and damping mechanism, and the other end is connected to the horizontal or vertical control surface at the corresponding position. The reverse adjustment mechanism is used to cause the horizontal or vertical control surface to deflect in the same phase when the aircraft approaches or moves away from the corresponding constraint surface in the I-shaped track 9, thereby generating a reverse force to keep the relative distance between the aircraft and the I-shaped track 9 within a certain range.

[0010] Optionally, in the I-shaped orbital constraint system of the aircraft described above, The reverse adjustment mechanism is a mechanical rocker arm adjustment mechanism, including: a driving rocker arm and a following rocker arm. One end of the driving rocker arm is hinged to the telescopic section of the corresponding height or direction constraint adjustment mechanism, and the other end is hinged to one end of the following rocker arm. The other end of the following rocker arm is hinged to the horizontal control surface. The movement path of the other end of the driving rocker arm and the up-and-down movement path of the other end of the following rocker arm are restricted by the body structure. The rocker arm adjustment mechanism in the altitude constraint adjustment mechanism is used to directly drive the horizontal control surface of the aircraft to deflect up and down based on the change in the extension and retraction of the altitude constraint adjustment mechanism. When the extension and retraction of the altitude constraint adjustment mechanism increases, the horizontal control surface at the corresponding position of the aircraft deflects, the lift of the aircraft decreases, and a tendency is generated to restore the aircraft to its original equilibrium position. The rocker arm adjustment mechanism in the directional constraint adjustment mechanism is used to directly drive the left and right deflection of the vertical control surface in the aircraft based on the extension and retraction of the directional constraint adjustment mechanism. When the aircraft deviates from the track 9 on one side, the directional constraint adjustment mechanism drives the vertical control surface to deflect in the same phase as the aircraft, so as to generate a tendency to restore the aircraft to its original equilibrium position.

[0011] Secondly, embodiments of the present invention also provide a flight constraint method for limiting a trajectory, characterized in that a flight constraint system for limiting a trajectory as described in any of the preceding claims is used to perform the flight constraint method for limiting the trajectory on the aircraft, the flight constraint method comprising: Step 1: During flight, the aircraft follows a flight path defined by the I-shaped track 9. Step 2: During the flight of the aircraft at a certain speed, when it deviates from the expected trajectory in the altitude direction, the altitude constraint adjustment mechanism automatically adjusts the deflection of the horizontal control surface in the aircraft based on the vertical distance between the aircraft and the I-shaped track 9, thereby generating a reverse force so that the vertical relative distance between the aircraft and the I-shaped track 9 is kept within the preset range. Step 3: When the aircraft deviates from the expected trajectory to one side during forward flight at a certain speed, the directional constraint adjustment mechanism automatically adjusts the deflection of the vertical control surface in the aircraft based on the lateral deviation distance between the aircraft and the track, thereby generating a reverse force to keep the lateral relative distance between the aircraft and the I-shaped track 9 within a preset range.

[0012] Optionally, in the flight constraint method for limiting trajectory as described above, step 2 includes: When the aircraft flies forward at a fixed speed, only the lift coefficient C LThe angle of attack of the aerodynamic surfaces and the deflection angle of the control surfaces will vary. When the angle of attack remains constant, based on the connection between the I-beam track 9 and the aircraft using the altitude constraint adjustment mechanism, the deflection angle of the horizontal control surfaces in the aircraft will automatically move towards an angle that balances the lift and gravity of the aircraft. The lift of the aircraft is calculated as follows: ; Where L is the lift of the aircraft, and C L Let ρ be the lift coefficient, ρ be the air density, v be the forward velocity, and S be the area of ​​the aircraft's lifting surface. When an aircraft is disturbed during forward flight and its overall altitude exceeds the equilibrium altitude, the trailing edge of the aircraft's horizontal control surfaces deflects upward under the influence of the altitude constraint adjustment mechanism, increasing the lift coefficient C. L As the pressure decreases, the aircraft will automatically move downwards towards its original equilibrium position. When an aircraft is disturbed during forward flight and falls below its equilibrium altitude, the trailing edge of the aircraft's horizontal control surfaces deflects downward under the influence of the altitude constraint adjustment mechanism, increasing the lift coefficient C. L As the size increases, the aircraft will automatically move upwards towards its original equilibrium position.

[0013] Optionally, in the flight constraint method for limiting trajectory as described above, step 3 includes: When the aircraft is disturbed while flying forward and deviates from its trajectory to the right, the vertical control surface of the aircraft will deflect to the right under the action of the directional constraint adjustment mechanism, and the aircraft will automatically move to the left in a direction close to its original equilibrium position. When the aircraft is disturbed during forward flight and deviates from its trajectory to the left, the vertical control surfaces of the aircraft will deflect to the left under the action of the directional constraint adjustment mechanism, and the aircraft will automatically move to the right in a direction close to its original equilibrium position.

[0014] Optionally, the flight constraint method for limiting trajectory as described above further includes: When the aircraft is flying forward, if the pitch direction deviates from the original pitch angle around the center of gravity due to disturbance, the horizontal rudder on the front horizontal aerodynamic surface of the aircraft deflects upward, reducing lift, and the horizontal rudder on the rear horizontal aerodynamic surface deflects downward, increasing lift. Overall, a nose-down moment is generated, which gives the aircraft a restoring moment to the original pitch angle. When the aircraft is flying forward, it rolls due to disturbances. The altitude constraint adjustment mechanism causes the horizontal control surfaces of the aircraft's horizontal aerodynamic surfaces to deflect, and the direction constraint adjustment mechanism causes the vertical control surfaces of the vertical aerodynamic surfaces to deflect, causing the aircraft to generate a roll restoring torque around its center of gravity. When the aircraft is flying forward, if a disturbance causes an angular deviation from its original trajectory to the left around its center of gravity, the forward directional constraint adjustment mechanism causes the forward vertical control surface to deflect to the left, generating a force to the right. The rear directional constraint adjustment mechanism causes the rear vertical control surface to deflect to the right, generating a force to the left. The overall effect generates a restoring torque to the right, and the aircraft will automatically turn back to its original heading. Alternatively, when the aircraft is flying forward, if a disturbance causes an angular deviation from its original trajectory to the right around its center of gravity, the forward directional constraint adjustment mechanism causes the forward vertical control surface to deflect to the right, generating a force to the left. The rear directional constraint adjustment mechanism causes the rear vertical control surface to deflect to the left, generating a force to the right. The overall effect generates a restoring torque to the left, and the aircraft will automatically turn back to its original heading.

[0015] The beneficial effects of this invention are as follows: This invention provides an aircraft constraint system with I-shaped track constraints, and a flight constraint method for limiting the trajectory, serving as a powerful supplement to traditional transportation methods. Compared with traditional transportation methods and existing unconstrained aircraft, the technical solution provided by this invention has the following beneficial effects: (1) Compared with common low-altitude aircraft, the technical solution provided by the present invention can limit the spatial trajectory of the aircraft to a certain range when it flies at a certain speed, thereby greatly reducing the risk of the aircraft colliding with buildings, mountains and other obstacles 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 a fully free aircraft because its flight path and altitude are physically constrained. Therefore, it can effectively avoid the risk of airspace approval and greatly reduce the pressure of air traffic control.

[0017] (3) As the technical solution provided by the present invention is that the aircraft runs on a bound track (or cableway), the safety of the entire travel plan can be significantly improved. In particular, the aircraft’s wind resistance exceeds that of conventional aircraft, enabling the aircraft in this technical solution to operate in atmospheric conditions where ordinary aircraft and transport vehicles cannot operate. This greatly increases the proportion of time it can operate each year. Even if it encounters extreme weather that exceeds its design capacity during the journey, it can land on the track and wait for the extreme weather to pass before continuing its journey. This effectively avoids the need for the remaining fuel of traditional aircraft that can only hover in the air when encountering extreme weather such as thunderstorms. This indirectly increases the payload and improves safety.

[0018] (4) When the aircraft using the constrained flight trajectory provided by the present invention is flying according to normal operating procedures, the vertical distance between the aircraft and the track will be within a carefully designed range. By connecting the track with the horizontal control surface of the aircraft's horizontal aerodynamic surface through the control surface adjustment device, there is an equilibrium point of control surface deflection position, so that the aircraft's gravity and lift are equal. Any disturbance will cause the control surface to deflect in the direction of returning to the original equilibrium position. Even in extreme cases such as sudden loss of power, within the expected vertical distance range from the track, the deflection direction of the aircraft's horizontal control surface will deflect downwards because it is close to the vertical distance from the track, thereby increasing the overall lift coefficient of the aircraft. Under normal circumstances, when the control surfaces of the horizontal aerodynamic surfaces are deflected to the bottom, even if there is still a rate of descent, the aircraft's rate of descent and horizontal speed are already in a state of deceleration. As long as there is sufficient margin between the aircraft and the track at this time, and with the superposition of constraints and the damping and elasticity of the control surface adjustment mechanism, even if the aircraft eventually contacts the track, the load generated when the aircraft contacts the track (or cable) will still be within the normal operating range of both, and will not cause a destructive collision with the track or cable, which serve as the flight trajectory constraint and safety insurance mechanism, thus greatly increasing flight safety.

[0019] (5) The technical solution of this invention requires the establishment of corresponding tracks or cables between the expected flight routes. However, due to the very small contact force between the restraint device and the track (or cable) during normal flight, the requirements for the track (or cable) are much lower than those for other rail transport devices such as high-speed rail. This makes its construction cost much lower than that of conventional ground transportation infrastructure such as subways, high-speed rail, and bridges, and can also shorten the construction cycle. If an internal power source such as a hybrid power system is adopted, the construction of a power supply network can be eliminated, further reducing the construction and maintenance costs of the route. It is expected that the construction cost per kilometer of the track route will be reduced to less than a fraction of that of a high-speed rail track route. Under normal circumstances, the load on the track is very small, and its wear is very small. The maintenance interval 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, theoretically its repair and rerouting are also more convenient than those of traditional railways. Even though the cost of the aircraft constrained by this system is higher than that of high-speed rail, the overall cost will be far lower. It is particularly suitable for specific scenarios requiring high speed, frequency, and convenient scheduling, but with lower capacity requirements. Its operation can be compared to a low-altitude, high-speed bus. One possible application scenario is establishing a transportation system based on this solution between small and medium-sized towns that lack high-speed rail stations due to cost and economic considerations, and larger transportation hubs with high-speed rail stations and large airports. This would concentrate the scattered, time-sensitive long-distance transportation needs of various small and medium-sized towns onto larger transportation hubs with high-speed rail stations and large airports, thereby improving the occupancy rate and economic efficiency of existing high-speed rail lines. This can be likened to the capillaries of the high-speed rail mainline.

[0020] (6) Since the aircraft in the technical solution of this invention is normally airborne and has the ability to take off and land, it can more easily cross terrain obstacles by means other than tunneling, and achieve direct access between two points. When turning, the track can also be designed to make the aircraft generate a larger side tilt angle than the high-speed rail, and the radius required for turning flight will be smaller than the turning radius required by the high-speed rail at the same speed.

[0021] (7) Since the aircraft in the technical solution of the present invention does not have the possibility of deviating from the flight path like conventional aircraft, its station can be closer to the city center than ordinary civil aviation or general aviation airports, making it convenient for passengers to pick up and drop off.

[0022] (8) The reverse adjustment mechanism in the control surface adjustment device of the present invention can be in various forms, such as purely mechanical, hydraulically assisted, or electronically signaled. However, if a purely mechanical type is used, then theoretically no sensors are needed, which can avoid the delay introduced by the sensor and flight control system calculation, so that the lift of the aircraft is only proportional to its distance from the track. From the perspective of the distance between the aircraft and the track and the aerodynamic force, only aerodynamic delay remains in the system, thereby further increasing safety or reducing the vertical safety distance limit. At the same time, due to the existence of aerodynamic delay, even if there is some settlement in some areas of the track, the aircraft can fly over the settlement area before the aircraft reacts during high-speed flight. This improves the tolerance for foundation settlement in the track construction area and thus greatly reduces construction costs. Especially for permafrost areas like the Qinghai-Tibet Plateau, in areas with severe seasonal settlement, by combining some low-cost technical means, the needs of high-speed transportation can be met in a more economical way than other technical means.

[0023] (9) In addition to constraining the flight trajectory of the aircraft, providing the aircraft with a fulcrum to avoid landing under extreme weather conditions, and avoiding hard landing of the aircraft under extreme conditions such as single engine failure, the control surface adjustment device in the technical solution of the present invention also undertakes some functions similar to the landing gear buffer device, but 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 completely free to fly in the air in a strict sense, its requirements for avionics and flight control are greatly reduced. Even considering the control surface adjustment device, its cost is lower than that of conventional aircraft of the same level, which further increases its economy.

[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 power is supplied through contact cables, batteries are not required during normal flight, thereby avoiding the limitations of battery technology on conventional vertical take-off and landing aircraft. For example, theoretically, the range and flight time of the aircraft are only limited by the lifespan of the fuselage structure and motors. On the one hand, when using contact cables for power supply, the flight speed and payload capacity of the aircraft in the technical solution of this 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 range-extended hybrid power, its payload capacity and range are also higher than those of pure battery electric aircraft. On the other hand, when using non-battery powered systems, such as power supply via cables or range-extended hybrid power, the aircraft in this invention eliminates the battery charging time after each flight, allowing for rapid round-trip operation. Therefore, its carrying capacity per unit time is far greater than that of electric vertical take-off and landing aircraft using batteries for the same effective payload. When market demand fluctuates greatly (such as seasonal transportation), it can be easily deployed. Under certain conditions, it is more economical than other transportation vehicles. Attached Figure Description

[0026] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of the present invention and do not constitute a limitation on the technical solutions of the present invention.

[0027] Figure 1 is a front view of an I-shaped orbital constraint system for an aircraft provided in an embodiment of the present invention. Figure a in Figure 1 is a line view, and Figure b is a three-dimensional view. Figure 2 Figure 1 shows a side view and a top view of the I-shaped track constraint aircraft constraint system provided in the embodiment. Figure 2 Figure a is a line graph, figure b is a 3D model diagram, and figure c is a top view. Figure 3 This is a perspective view of the I-shaped orbital constraint system for an aircraft provided in the embodiment shown in Figure 1. Figure 3 Figure a is an overall structural view, and Figure b is a partially enlarged schematic diagram of the connection structure between one set of control surface adjustment devices and the corresponding control surface. Figure 4 This is a schematic diagram of the flight profile of an aircraft in an aircraft restraint system provided in an embodiment of the present invention; Figure 4 Figure a shows a mission profile of the aircraft when it is equipped with a propeller or ducted duct lift-providing device, taxiing from the parking position along the track to the takeoff position and then taking off vertically; Figure b shows a mission profile of the aircraft when it is not equipped with a propeller or ducted duct lift-providing device or when it is equipped without a propeller or duct lift-providing device, taxiing from the parking position along the track to take off. Figure 5 This is a side view of the flight state of the aircraft during normal forward flight in an embodiment of the present invention; Figure 6 This is a side view of the flight state of the aircraft when it deviates from the expected altitude during forward flight, as described in an embodiment of the present invention. Figure 7 This is a side view of the flight state of the aircraft when it is flying forward and the pitch direction deviates in an embodiment of the present invention; Figure 8 This is a top view of the flight status of the aircraft during normal forward flight in an embodiment of the present invention; Figure 9This is a top view of the aircraft deviating from its trajectory to one side due to interference during forward flight, as described in an embodiment of the present invention. Figure 10 This is a top view of the flight state of the aircraft in an embodiment of the present invention, where the aircraft deviates from its orbital direction around its center of gravity due to interference during normal forward flight. Figure 11 This is a rear view of the flight state of the aircraft during normal forward flight in an embodiment of the present invention; Figure 12 This is a rear view of the flight state of the aircraft in an embodiment of the present invention, showing the aircraft rolling due to disturbances during forward flight. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.

[0029] As explained in the background section, traditional methods of operation via major ground transportation typically suffer from long construction periods and high costs. While high-speed rail offers advantages such as high speed and efficiency, high safety, and large 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, which are extremely high.

[0030] (2) Complex terrain leads to long construction cycles or even makes construction impossible. In regions with complex terrain (such as mountains and plateaus), the design and construction of high-speed rail lines present significant challenges. Certain extreme terrains may make it impossible to achieve high-speed rail construction goals, or may require extremely high costs.

[0031] (3) Low economic efficiency in some areas In sparsely populated and economically underdeveloped areas, insufficient passenger traffic on high-speed rail results in operating revenue failing to cover construction and maintenance costs. Some lines may experience "empty runs," leading to significant resource waste.

[0032] (4) Waste of transportation capacity During off-peak hours or after holidays, some high-speed trains may have few passengers, resulting in idle capacity. When market demand fluctuates significantly (such as during seasonal transportation), it is difficult to dynamically allocate capacity.

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

[0034] It is worth noting that a significant reason for the high cost of high-speed rail is that its tracks bear the entire weight. At high speeds, considering operational safety and passenger experience, high-speed rail places extremely high demands on track precision, track edge control, and track bed settlement, which greatly increases construction costs. Because of the high overall cost of high-speed rail, the "Opinions on Further Improving Railway Planning and Construction" issued by the National Development and Reform Commission and other departments sets clear passenger flow thresholds for high-speed rail construction. For high-speed rail with a speed of 350 km / h, it must connect provincial capital cities, have a near-term two-way passenger flow density of ≥25 million passengers / year, and a medium- and long-distance passenger flow ratio of ≥70%. For high-speed rail with a speed of 250 km / h, applicable to regional connections, a near-term two-way passenger flow density of ≥15 million passengers / year is required. Railways below these standards cannot be built to high-speed rail standards. Parallel lines are also restricted; in principle, no new parallel lines can be built when the utilization rate of existing high-speed rail lines is less than 80%. Although there are special circumstances that may exempt the above standards, for most cities with a two-way passenger flow density of less than 15 million passengers per year, the demand for travel with the speed, safety and punctuality of high-speed rail has not been met, and so far there is no other means of transportation relying on land routes that can fill this gap at a relatively economical cost.

[0035] As an emerging mode of air transportation, electric vertical takeoff and landing (eVTOL) aircraft still face the following challenges and limitations in practical applications: (1) Insufficient wind resistance and stability under complex meteorological conditions The flight performance of eVTOLs is relatively vulnerable to wind resistance and complex weather conditions. For example, in strong winds or turbulent environments, the flight path of an eVTOL is easily disturbed, leading to decreased flight stability and potentially affecting its takeoff, landing, and flight safety. This limitation further restricts the annual operational time of eVTOLs, reducing their turnaround rate and operational efficiency.

[0036] (2) Technical bottlenecks and operating cost issues of high-performance batteries The core power system of eVTOL relies on high-performance batteries, but existing battery technology still has significant shortcomings in terms of energy density, charging efficiency, and lifespan. The high cost of high-performance batteries directly increases the research and development and manufacturing costs of the entire device, and also increases maintenance and replacement costs during operation. In addition, the future development path of battery technology is still unclear, which brings uncertainty to the commercialization process of eVTOL.

[0037] (3) High difficulty in obtaining airworthiness certification As a completely new type of aircraft, eVTOL faces high risks and technical barriers in its research and development and certification process. Due to the lack of mature technical standards and regulatory frameworks, eVTOL airworthiness certification is exceptionally complex. Flight control systems, power systems, and safety redundancy designs all require rigorous testing and verification, which not only increases research and development costs but also prolongs the time to market.

[0038] (4) High pressure on air traffic management The large-scale application of eVTOL will pose significant challenges to existing air traffic management systems. The high frequency of eVTOL takeoffs and landings and its wide operating range may lead to airspace congestion and increase the risk of conflicts with other traditional air transport modes. Furthermore, optimizing the coordination between eVTOL and ground infrastructure (such as takeoff and landing platforms and charging facilities) is also a pressing issue that needs to be addressed.

[0039] (5) Policy risks related to public safety and flight approval The widespread adoption of eVTOL also faces challenges related to public safety and policy regulations. Public concerns about the safety of aircraft may lead to stringent flight approval processes, thereby increasing the cost and time investment in eVTOL operations. Furthermore, differences in national policies regarding air traffic management, privacy protection, and emergency response may introduce additional complexities to the global rollout of eVTOL.

[0040] In response to the numerous problems existing in traditional ground transportation and eVTOL transportation, this invention provides an aircraft constraint system with I-shaped track constraints and a flight constraint method for limiting the trajectory. Specifically, it is a flight constraint method that can constrain an aircraft within a limited space on a fixed route through the constraint system, and can serve as a powerful supplement to traditional transportation modes.

[0041] The present invention provides the following specific embodiments, which can be combined with each other. For the same or similar concepts or processes, they may not be described again in some embodiments.

[0042] Figure 1 is a front view of an I-shaped orbital constraint system for an aircraft provided in an embodiment of the present invention. Figure a in Figure 1 is a line view, and Figure b is a three-dimensional view. Figure 2 Figure 1 shows a side view and a top view of the I-shaped track constraint aircraft constraint system provided in the embodiment. Figure 2 Figure a is a line graph, figure b is a 3D model diagram, and figure c is a top view. Figure 3 This is a perspective view of the I-shaped orbital constraint system for an aircraft provided in the embodiment shown in Figure 1. Figure 3 Figure a in the diagram is an overall structural view, and Figure b is a partially enlarged schematic diagram of one set of control surface adjustment devices and the corresponding control surface connection structure. Refer to Figure 1 to... Figure 3 As shown, the components of the I-shaped track constrained aircraft constraint system provided in this embodiment of the invention include: an aircraft, at least two sets of control surface adjustment devices for altitude and orientation constraints, and an I-shaped track 9.

[0043] As shown in Figure 1, in the aircraft constraint system provided by the embodiment of the present invention, the I-shaped track 9 serves as the operating track of the aircraft, providing constraints on the flight area range of the aircraft. The I-shaped track 9 is configured as a track with an I-shaped cross section, including: a track top plate and a track bottom plate arranged vertically opposite each other, and a central vertical plate connected to the middle of the track top plate and the track bottom plate.

[0044] In this embodiment of the invention, the aircraft employs two sets of control surface adjustment devices installed corresponding to the I-beam track 9 at the same spanwise position. Each set of control surface adjustment devices includes an altitude constraint adjustment mechanism and a directional constraint adjustment mechanism. The vertical control surface of the aircraft at the same spanwise position is connected to one or two sets of directional constraint adjustment mechanisms. The altitude constraint adjustment mechanism and directional constraint adjustment mechanism in each set of control surface adjustment devices form a floating connection structure with the track structure located on one side of the central vertical plate in the I-beam track 9.

[0045] The control surface adjustment device in this embodiment of the invention is used to drive the horizontal control surface to deflect in the same phase as the direction of altitude deviation through the altitude constraint adjustment mechanism, and drive the vertical control surface to deflect in the same phase as the direction of lateral deviation from the track through the directional constraint adjustment mechanism, thereby generating a reverse force so that the relative distance between the aircraft and the I-shaped track 9 in both the vertical and lateral directions is maintained within a preset range.

[0046] The specific structural forms of each component in the aircraft restraint system provided in the embodiments of the present invention will be described below.

[0047] (1) I-type track 9 The I-shaped track 9 is configured as an I-shaped track, which includes a top plate, a bottom plate, and a central vertical plate.

[0048] 1.1, Track base plate: The upper surface of the track base plate of I-beam track 9 is not completely horizontal. The symmetrical upper surfaces of the track base plate on both sides of the central vertical plate form a certain slope with the horizontal plane. The slope direction of the symmetrical upper surfaces on both sides is opposite to that of the horizontal plane, but the angle is the same. The lower surface of the track base plate is connected to the reference mounting surface of I-beam track 9, or directly connected to the ground. The main function of the track base plate is to provide support for the altitude constraint adjustment mechanism of the aircraft, so that the altitude constraint adjustment mechanism can adjust the deflection angle of the horizontal control surface, thereby keeping the altitude distance between the aircraft and the horizontal plane within a certain range. The gentle slope of the upper surface of the track base plate can provide a certain return force to the center when the aircraft moves forward. And when the main landing gear of the aircraft lands, the landing gear pivot point and the altitude constraint adjustment mechanism connected to the left and right horizontal control surfaces and the pivot point of the track base plate form a roughly triangular result, making the aircraft attitude more stable.

[0049] 1.2, Central vertical panel: The two end faces of the I-shaped central upright plate are not completely perpendicular to the horizontal plane. That is, the symmetrical end faces on both sides of the central upright plate form a certain slope with the horizontal plane, and the slope of the symmetrical end faces causes the cross-sectional thickness to increase linearly from top to bottom. The main function of the central upright plate is to provide a supporting end face for the directional constraint adjustment mechanism, enabling the mechanism to adjust the deflection angle of the vertical control surface and thus guide the direction. Its gradually widening slope from top to bottom increases friction and makes the aircraft more stable as it descends and lands on the track.

[0050] 1.3, Track top plate: The upper surface of the top plate of the I-shaped track 9 is set to a horizontal plane, and its main function is to provide support for the landing gear on the main body during the takeoff, landing, and emergency landing. The lower surface of the top plate is mainly used to prevent the aircraft from derailing when it generates excessive lift due to special circumstances such as sudden winds, by forming a locking action through the directional constraint adjustment mechanism.

[0051] It should be noted that, as shown in Figure 1, similar to the upper end face of the track base plate, the symmetrical lower end faces of the track top plate located on both sides of the central vertical plate can form a preset slope with the horizontal plane.

[0052] In an optional embodiment of the present invention, the following settings can be made based on the actual conditions of the I-shaped track 9: When the aircraft needs to turn with a small radius on the I-shaped track 9, the slope of the upper surface of the track base plate can be tilted towards the turning side, utilizing the centripetal force of the gravity component to make the turn; theoretically, this should greatly reduce the turning radius compared to high-speed rail. When climbing or descending on the track, due to the large height difference between the aircraft body and the upper surface of the track top plate, the maximum allowable climbing angle can theoretically be much larger than that of high-speed rail. Both of these track structure settings greatly increase the design leeway and flexibility of the track line, thus enabling the construction of this track line in sections where high-speed rail lines could not previously be built.

[0053] Under normal circumstances, during most of the flight path, the I-beam track 9 does not bear the majority of the aircraft's weight. It only bears the weight at a relatively low speed within a certain distance near stations. Even if a landing is necessary mid-flight due to special circumstances, the contact force between the aircraft and the I-beam track 9 will not be excessive due to the altitude restraint adjustment mechanism. Therefore, the material requirements for the I-beam track 9 are much lower. Furthermore, because the load-bearing capacity of the I-beam track 9 is much smaller than that of high-speed rail, and due to aerodynamic delay, the requirements for settlement, smoothness, and load-bearing capacity of the I-beam track 9 are also much lower than those for high-speed rail. This significantly reduces the requirements for the foundation and track materials of the aircraft's restraint system, further reducing the construction and maintenance costs of the I-beam track 9.

[0054] Since the aircraft flies at low altitude during normal operation, it is a certain distance from the ground. Even considering the two-way track and the wingspan of the aircraft, it is only necessary to maintain a certain distance between the two-way tracks. In terms of the I-type track 9 alone, its footprint is only similar to the width of a traditional railway.

[0055] (2) Rudder adjustment device Each control surface adjustment device in this embodiment of the invention includes two mechanisms: a height constraint adjustment mechanism for creating height constraints on the surface control surface, and a directional constraint adjustment mechanism for creating directional constraints on the vertical control surface. The height constraint adjustment mechanism includes a low-friction rolling component 3 and a horizontal control surface adjustment module, and the directional constraint adjustment mechanism includes a low-friction rolling component 3 and a vertical control surface adjustment module.

[0056] (2.1) Low-friction rolling components The height constraint adjustment mechanism contacts the upper end face of the track base plate in the I-shaped track 9 through the low-friction rolling component 3 installed at its bottom end, and the direction constraint adjustment mechanism contacts the side end face of the middle vertical plate of the I-shaped track 9 through the low-friction rolling component 3 installed at its inner end.

[0057] In this embodiment of the invention, the low-friction rolling component 3 can be a roller, tire, or other rolling component with low resistance. Its main function is to keep the height constraint adjustment mechanism and the direction constraint adjustment mechanism in contact with the corresponding end faces of the I-shaped track 9, so that the height constraint adjustment mechanism and the corresponding contact surface of the track maintain a certain contact force in the vertical direction, and the direction constraint adjustment mechanism and the corresponding contact surface of the track maintain a certain contact force in the lateral direction. These contact forces are used to adjust the deflection of the corresponding control surfaces and minimize the resistance in the forward direction of the aircraft.

[0058] (2.2) Both the horizontal and vertical control surface adjustment modules include: an elastic and damping mechanism and a reverse adjustment mechanism. As shown in Figure 1, in this embodiment of the invention, the horizontal control surface adjustment module includes a height constraint elasticity and damping mechanism 4 and a height constraint reverse adjustment mechanism 6, and the vertical control surface adjustment module includes a directional constraint elasticity and damping mechanism 5 and a directional constraint reverse adjustment mechanism 7; wherein, the bottom end of the height constraint elasticity and damping mechanism 4 is provided with a low-friction rolling component 3, which contacts the upper surface of the track base plate in the I-shaped track 9, and the inner end face of the directional constraint elasticity and damping mechanism 5 is provided with a low-friction rolling component 3, which contacts the side end face of the middle vertical plate of the I-shaped track 9.

[0059] The elastic and damping mechanism in this embodiment of the invention can be single-stage or multi-stage. Its main function is to automatically lengthen or shorten according to the distance between the aircraft and the corresponding constraint end face of the I-beam track 9, and to provide a certain degree of support and shock absorption. Additionally, one end of the reverse adjustment mechanism is connected to the extendable section of the elastic and damping mechanism, and the other end is connected to the corresponding horizontal or vertical control surface. This reverse adjustment mechanism is used to cause the horizontal or vertical control surface to deflect in the same phase when the aircraft approaches or moves away from the corresponding constraint surface in the I-beam track 9, thereby generating a reverse force and maintaining the relative distance between the aircraft and the I-beam track 9 within a certain range.

[0060] It should be noted that in the control surface adjustment device of this embodiment of the invention, the number of control surface adjustment devices installed on the aircraft at the same spanwise position is two sets. That is, the left horizontal control surface and the right horizontal control surface at the same spanwise position are respectively connected to the control surface adjustment module of a set of altitude constraint adjustment mechanisms, and the vertical control surface of the aircraft at the above-mentioned same spanwise position is connected to one or two sets of directional constraint adjustment mechanisms, such as... Figure 2As shown in Figure c, two sets of vertical control surfaces are arranged at the same spanwise position, each set of vertical control surfaces being connected to a set of directional constraint adjustment mechanisms. If only one set of vertical control surfaces is arranged at the same spanwise position, located on the centerline of the aircraft's spine, this set of vertical control surfaces is connected to the two sets of directional constraint adjustment mechanisms in the aforementioned two sets of control surface adjustment devices. The altitude constraint adjustment mechanism and the directional constraint adjustment mechanism in each set of control surface adjustment devices form a floating connection structure with the track structure on one side of the central vertical plate of the I-beam track 9. If the aircraft has front and rear horizontal control surfaces, as well as front and rear vertical control surfaces, then as shown in Figure c, the vertical control surfaces are connected to the centerline of the aircraft's spine. Figure 2 and Figure 3 The requirements include the installation of four sets of rudder adjustment devices.

[0061] In this embodiment of the invention, the specific function of the reverse adjustment mechanism connected to the extendable section of the elastic and damping mechanism is as follows: On the one hand, when the aircraft approaches or moves away from the track constraint surface, the reverse adjustment mechanism drives the horizontal control surface to deflect in the same phase as the direction of altitude deviation, thereby generating a reverse force, so that the relative distance between the aircraft and the I-shaped track 9 is maintained within a certain range; on the other hand, when the aircraft deviates laterally from the I-shaped track 9, the reverse adjustment mechanism drives the vertical control surface to deflect in the same phase as the direction of lateral deviation from the track, thereby generating a reverse force, so that the lateral deviation distance between the aircraft and the I-shaped track 9 is maintained within a certain range.

[0062] Figure 4 This is a schematic diagram of the flight profile of an aircraft in an aircraft restraint system provided in an embodiment of the present invention. Figure 4 Figure a shows a mission cross-section diagram of the aircraft equipped with a propeller or ducted column lift-generating device, taxiing from its parking position along the track to the takeoff position, and then taking off vertically. Figure b shows a mission cross-section diagram of the aircraft without a propeller or ducted column lift-generating device, or with a device installed but not employing one, taxiing from its parking position along the track for takeoff. (Reference) Figure 4 The flight profile shown in this embodiment of the invention is such that the maximum extension distance of the altitude constraint adjustment mechanism is [missing information]. l , Figure 4 Figures a and b illustrate the flight altitude of the aircraft at different stages.

[0063] Under normal circumstances, when the aircraft is stationary on the I-shaped track 9, the retractable sections in the altitude constraint adjustment mechanism are all in a compressed state, and the flight altitude of the aircraft is set to H=0 at this time.

[0064] During takeoff, the aircraft's lift rotor activates, and the aircraft gradually ascends vertically. The length of the telescopic section extends, and the deflection angle of the horizontal control surfaces also changes with the length of the telescopic section. The maximum extension of the telescopic section is l. During forward flight, under normal circumstances, the aircraft's altitude should be between 0 and l.

[0065] When an aircraft lacks a lift rotor or has one but it is not in use, the propeller can be activated to allow it to taxi on a track. As the taxiing speed increases, the lift from the horizontal aerodynamic surfaces gradually increases. When the lift exceeds gravity, the aircraft lifts off the ground. Simultaneously, the horizontal control surfaces deflect upwards with the change in altitude, reducing the lift coefficient. At a fixed speed, this allows the aircraft to maintain a balance between lift and gravity at a certain altitude. Similarly, during forward flight, under normal circumstances, the aircraft's altitude should be between 0 and 1.

[0066] In one implementation of the present invention, refer to Figures 1 to 12. Figure 3 As shown, the reverse adjustment mechanism is a mechanical adjustment mechanism. One end is connected to the extendable section of the elastic and damping mechanism, and the other end is connected to the corresponding horizontal or directional control surface. The reverse adjustment mechanism can take various forms such as linkage, slide, hydraulic assistance, or electric adjustment. Its main function is to cause the horizontal or vertical control surface to deflect in the same direction as the deviation when the aircraft approaches or moves away from the corresponding constraint surface in the I-shaped track 9, thereby generating a reverse force to maintain the relative distance between the aircraft and the I-shaped track 9 within a certain range.

[0067] In one implementation of the present invention, the reverse adjustment mechanism may be configured as a mechanical, chute, hydraulically assisted, or electric adjustment mechanism.

[0068] For example, the reverse adjustment mechanism adopts a mechanical rocker arm adjustment mechanism, which includes a driving rocker arm and a following rocker arm. One end of the driving rocker arm is hinged to a telescopic section in a corresponding height or direction constraint adjustment mechanism, and the other end is hinged to one end of the following rocker arm. The other end of the following rocker arm is hinged to a horizontal control surface. The movement path of the other end of the driving rocker arm and the up-and-down movement path of the other end of the following rocker arm are restricted by the body structure.

[0069] The rocker arm adjustment mechanism in the altitude constraint adjustment mechanism is used to directly drive the vertical deflection of the horizontal control surface in the aircraft based on the change in the extension and retraction of the altitude constraint adjustment mechanism. When the extension and retraction of the second-stage extension and retraction section in the altitude constraint adjustment mechanism increases, the horizontal control surface at the corresponding position of the aircraft deflects, the lift of the aircraft decreases, and a tendency is generated to restore the aircraft to its original equilibrium position.

[0070] The rocker arm adjustment mechanism in the directional constraint adjustment mechanism is used to directly drive the left and right deflection of the vertical control surface in the aircraft based on the extension and retraction of the directional constraint adjustment mechanism. When the aircraft deviates from the track 9 on one side, the directional constraint adjustment mechanism drives the vertical control surface to deflect in the same phase as the aircraft, so as to generate a tendency to restore the aircraft to its original equilibrium position.

[0071] (3) Aircraft The aircraft includes: fuselage, flight control system, power source, horizontal aerodynamic surface 1, vertical aerodynamic surface 2, landing gear 8, thrust propeller or duct 10, lift propeller or duct 11, etc. The thrust propeller or duct 10 is mandatory, but propellers or ducts may or may not be used to generate lift, depending on the situation. When the aircraft is equipped with and uses a lift-providing device such as a propeller or duct, it can provide a certain amount of lift, even enabling vertical takeoff and landing. When the aircraft is not equipped with or does not use a lift-providing device such as a propeller or duct, it can accelerate and take off from a track using a runway.

[0072] The front and rear horizontal aerodynamic surfaces 1 primarily provide lift, pitch balancing torque, and roll torque for the aircraft. The deflectable horizontal control surfaces of the horizontal aerodynamic surfaces 1 are connected to the altitude constraint adjustment mechanism and are directly adjusted by the extension / retraction amount of the mechanism, as shown in Figure 1. Figure 2 The reverse adjustment mechanism adopts an adjustment rocker arm mechanism, which makes the horizontal control surface of the horizontal aerodynamic surface 1 directly subject to the extension and retraction of the altitude constraint adjustment mechanism. When the extension and retraction of the altitude constraint adjustment mechanism increases, the horizontal control surface of the horizontal aerodynamic surface 1 at the corresponding position of the aircraft will deflect upward, the lift of the aircraft will decrease, and it will tend to return to the original equilibrium position, and vice versa.

[0073] The vertical aerodynamic surface 2 primarily provides directional stabilizing force and yaw moment for the aircraft. Its main function is to generate opposing aerodynamic forces under stable crosswind conditions, thereby reducing the lateral force exerted on the trajectory by the aircraft. It also provides restoring moment when the aircraft's orientation fluctuates due to gusts or other factors. In some cases, such as when a roll-free turn is required, it also provides a directional moment that varies along the trajectory. The deflectable vertical control surfaces of the vertical aerodynamic surface 2 are connected to the directional constraint adjustment mechanism and are directly adjusted by the extension / retraction amount of the mechanism, as shown in Figure 1. Figure 3 The reverse adjustment mechanism in the aircraft adopts an adjustment rocker arm mechanism. When the extension and retraction of the directional constraint adjustment mechanism increases, the vertical control surface of the vertical aerodynamic surface 2 at the corresponding position of the aircraft will deflect in the same direction, and the aircraft will generate force and torque to return to the original equilibrium position.

[0074] The embodiments of the present invention provide an aircraft restraint system capable of constraining the flight trajectory of an aircraft within a limited space, which can serve as a powerful supplement to traditional transportation methods. This aircraft restraint system, through a track (or cable), can limit the possible spatial movement range of the aircraft to a certain area around the track. If the reverse adjustment mechanism in the control surface adjustment device is mechanically connected, the change in the aerodynamic force of the aircraft is positively correlated with the distance between the aircraft and the track, and only aerodynamic delay exists, which can increase flight safety. Simultaneously, using the track for this aircraft flight can significantly reduce the load on the track and lower the requirements for track construction, greatly reducing track construction costs.

[0075] Based on the aircraft constraint system with I-shaped track constraint provided in the above embodiments of the present invention, the embodiments of the present invention also provide a flight constraint method for the aircraft to perform trajectory restriction on the aircraft using the aircraft constraint system.

[0076] refer to Figures 5 to 12 The diagram shown illustrates the flight status of the aircraft during forward flight. Figures 5 to 12 The diagram only assumes that the aircraft's aerodynamic surfaces only use trailing edge control surfaces. In practice, this principle can be applied to various types of control surfaces, including leading edge flaps and leading edge slats, as needed. The device for generating thrust is not shown either. The device for generating thrust can be a variety of common aviation thrust devices such as propellers, ducted fans, and jet engines. In addition, the diagram uses an aircraft with horizontal and vertical aerodynamic surfaces as an example, but the same principle can also be applied to aircraft with various other aerodynamic surface configurations, such as X-wings.

[0077] In this embodiment of the invention, the I-shaped track 9 is used to define the flight trajectory and is connected to the horizontal control surfaces of the aircraft via a control surface adjustment device. During normal flight, the I-shaped track 9 bears only a small amount of load, which is proportional to the lateral and vertical distances of the aircraft from the track. Through the control surface adjustment device, when the aircraft deviates from the expected trajectory while flying forward at a certain speed, these small loads can automatically adjust the deflection of the aircraft's control surfaces mechanically or by transmission, based on the lateral and vertical distances of the aircraft from the track. This ensures that the direction of the control surface deflection is always negatively correlated with the distance of the control surface from the track. For example, the closer the horizontal aerodynamic surface is to the track, the more downward its horizontal control surface deflects; or the closer the vertical aerodynamic surface is to the longitudinal vertical plane of the track, the more its vertical control surface deflects towards the vertical plane. Thus, the aerodynamic force generated by the aerodynamic surfaces always tends to return to the expected trajectory. The entire system possesses stability relative to track altitude, stability along the track pitch angle, and roll stability.

[0078] The aircraft restraint system provided by this invention restricts the possible spatial motion range of the aircraft to a certain range around the I-shaped track 9. If the control surface adjustment device is mechanically connected, the change in the aerodynamic force of the aircraft is positively correlated with the distance between the aircraft and the I-shaped track 9, and only aerodynamic delay exists, which can increase flight safety. In some extreme cases, such as sudden loss of power or strong winds, the aircraft can still land on the track with a relatively small vertical speed without structural damage.

[0079] The following examples illustrate the methods and principles of vertical constraint when an aircraft is flying forward.

[0080] (1) State 1, the flight state when the aircraft is flying forward normally. Figure 5 This is a side view of the aircraft in normal forward flight during an embodiment of the present invention. At this time, the lift generated by the horizontal aerodynamic surface of the aircraft is balanced by the aircraft's gravity, constraints, and the constraint force of the control surface adjustment mechanism on the control surface. Since the constraint force of the control surface adjustment mechanism on the control surface is very small compared to other forces, it is not shown. Under atmospheric conditions, such as pressure altitude, atmospheric temperature, and other environmental parameters, the air density ρ is a constant value. 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, only C L It will vary depending on the aerodynamic angle of attack of the aerodynamic surfaces and the deflection of the control surfaces, and under the premise of no stall, the aerodynamic angle of attack and the deflection of the control surfaces are related to C. L All are positively correlated. Assuming the aerodynamic angle of attack remains constant, based on the connection between the control surface adjustment device and the I-beam track 9 and the aircraft, the deflection angle of the horizontal control surfaces in the aircraft will automatically approach an angle that balances the lift and gravity of the aircraft. This aircraft constraint system, composed of the I-beam track 9, the control surface adjustment device, and the aircraft, has the characteristic of automatic gravity and lift trimming.

[0081] (1) Where L is the lift of the aircraft; C L This is the lift coefficient.

[0082] (2) State 2, the flight state in which the aircraft deviates from the expected altitude when flying forward. Figure 6 This is a side view of the aircraft's flight state when it deviates from the expected altitude during forward flight, as described in an embodiment of the present invention. When the aircraft is disturbed and its overall altitude is higher than the equilibrium altitude, the adjustment of the horizontal control surfaces by the control surface adjustment device and the changes in forces acting on the aircraft are as follows: Figure 6 As shown. At this time, the trailing edge of the aircraft's horizontal control surface deflects upward, and the lift coefficient C L As the pressure decreases, the aircraft will automatically move downwards towards its original equilibrium position.

[0083] Similarly, when the aircraft is disturbed and falls below its equilibrium position, the adjustment of the horizontal control surfaces by the control surface adjustment device and the change in the overall force on the aircraft follow the same principle, causing the aircraft to automatically move upwards towards its original equilibrium position. This flight constraint system, consisting of the I-shaped track 9, the control surface adjustment device, and the aircraft, possesses stability relative to the altitude of the I-shaped track 9.

[0084] (3) State 3, the flight state in which the aircraft deviates from the original pitch angle when flying forward. Figure 7 This is a side view of the flight state of the aircraft during forward flight, showing a deviation in pitch direction, as described in this embodiment of the invention. When the aircraft is flying forward, and a disturbance causes a pitch deviation around the center of gravity, deviating from the original tuned pitch angle, the adjustment of the horizontal control surfaces by the control surface adjustment device and the changes in overall aircraft forces are as follows: Figure 7 As shown, the horizontal rudder on the forward horizontal aerodynamic surface deflects upward, reducing lift, while the horizontal rudder on the rear horizontal aerodynamic surface deflects downward, increasing lift. This generates an overall nose-down moment, which in turn provides a restoring moment towards the original pitch angle. This flight constraint system, consisting of the I-shaped track 9, the control surface adjustment device, and the aircraft, provides stability along the pitch angle of the I-shaped track 9.

[0085] (4) State 4: When the aircraft is flying forward, it deviates from its trajectory to one side due to interference. Figure 8 This is a top view of the flight state of the aircraft during normal forward flight in an embodiment of the present invention. (Combined with...) Figure 5 and Figure 8 As shown, when the aircraft is flying forward normally, it is not subject to any lateral force and flies forward directly above the trajectory.

[0086] Figure 9 This is a top view of an aircraft deviating from its trajectory to one side due to interference during forward flight, as described in an embodiment of the present invention. Figure 9 As shown, when the aircraft is flying normally forward, and an overall horizontal rightward shift occurs due to interference, deviating from the trajectory direction, the adjustment method of the directional constraint adjustment mechanism on the vertical control surface and the changes in the overall force on the aircraft are as follows: Figure 9 As shown. At this moment, the vertical aerodynamic surface of the aircraft deflects to the right, generating a restoring force to the left, causing the aircraft to automatically move to the left towards its original equilibrium position. Similarly, when the aircraft is disturbed and shifts to the left, deviating from its trajectory, the adjustment of the control surfaces by the directional constraint adjustment mechanism and the change in overall aircraft forces follow the same principle, causing the aircraft to automatically move to the right towards its original equilibrium position. This system, consisting of the I-shaped track 9, the control surface adjustment device, and the aircraft, possesses lateral stability relative to the I-shaped track 9.

[0087] (4) State 5: The flight state in which the aircraft deviates from its orbital direction around its center of gravity due to interference during normal forward flight. Figure 10 This is a top view of the flight state of an aircraft deviating from its orbital direction around its center of gravity due to interference during normal forward flight, as described in an embodiment of the present invention. Figure 10 As shown, when the aircraft is flying normally forward, if an angular deviation from its original trajectory occurs to the left around its center of gravity due to interference, the directional constraint adjustment mechanism adjusts the vertical control surfaces and the overall force changes on the aircraft are as follows: Figure 10As shown. At this moment, the vertical control surface of the forward vertical aerodynamic surface 2 deflects to the left, generating a force to the right, while the vertical control surface of the rear vertical aerodynamic surface 2 deflects to the right, generating a force to the left. The overall system generates a restoring torque to the right, causing the aircraft to automatically rotate back to its original heading. Similarly, when the aircraft is disturbed and deviates from its original trajectory by an angle about its center of gravity to the right, the control surface adjustment mechanism's adjustment of the control surfaces and the overall force changes follow the same principle, causing the aircraft to automatically yaw to the left and rotate back to its original heading. This system, consisting of the track, constraints, control surface adjustment mechanism, and aircraft, possesses stability along the track direction.

[0088] (4) State 6, the flight state in which the aircraft rolls due to disturbances when flying forward. Figure 11 This is a rear view of the aircraft during normal forward flight in an embodiment of the present invention. (In conjunction with...) Figure 5 and Figure 11 As shown, when the aircraft flies forward, it flies directly upward along the direction of the I-shaped track 9. At this time, the lift of the left and right horizontal aerodynamic surfaces is equal in magnitude and in the same direction; the vertical aerodynamic surfaces do not generate force.

[0089] Figure 12 This is a rear view of the aircraft in flight state during forward flight, where it rolls due to disturbances, according to an embodiment of the present invention. During forward flight, the aircraft rolls due to disturbances. At this time, the deflection of the control surfaces of the aircraft's horizontal and vertical aerodynamic surfaces causes a roll-restoring moment about its center of gravity. This system, consisting of the I-shaped track 9, the control surface adjustment device, and the aircraft, possesses roll stability.

[0090] It should be noted that the I-shaped track 9 provided in this embodiment of the invention, along with the corresponding altitude constraint adjustment mechanism and directional constraint adjustment mechanism, provide support for the altitude constraint adjustment mechanism of the aircraft when the aircraft experiences vertical displacement, pitch angle rotation, or roll angle rotation due to disturbances, deviating from its equilibrium position. The altitude constraint adjustment mechanism causes the deflection angle of the aircraft's horizontal control surfaces to deflect in the corresponding direction; for example, when the aircraft approaches the I-shaped track 9, the deflection angle of the horizontal control surfaces deflects downwards. According to the aforementioned flight constraint method, the aircraft will thus generate forces and torques to restore its original equilibrium position, possessing stability relative to track altitude, stability along the track pitch angle, and roll stability. When the aircraft deviates from its equilibrium position due to disturbances, either lateral displacement, heading, or roll, the two end faces of the central vertical plate of the I-beam track 9 provide support for the aircraft's directional constraint adjustment mechanism. This mechanism causes the deflection angle of the aircraft's vertical control surfaces to change in the corresponding direction. For example, when the aircraft shifts to the right relative to its track position, the deflection angle of the vertical control surfaces will deflect to the right. As described in the aforementioned flight constraint method, the aircraft will generate forces and moments to restore it to its original equilibrium position, thus possessing lateral stability relative to the track direction, stability along the track direction, and roll stability.

[0091] To address the shortcomings of existing transportation methods and electric vertical takeoff and landing (eVTOL) aircraft, embodiments of this invention provide an I-shaped track-constrained aircraft restraint system and a flight restraint method for limiting the trajectory. As a powerful supplement to traditional transportation methods, the technical solution provided by this 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 the aircraft to a certain range when it flies at a certain speed, thereby greatly reducing the risk of the aircraft colliding with buildings, mountains and other obstacles due to disturbance factors such as complex atmospheric environment when flying at low altitude.

[0092] (2) Compared with conventional low-altitude aircraft, the technical solution provided by the present invention is not a fully free aircraft because its flight path and altitude are physically constrained. Therefore, it can effectively avoid the risk of airspace approval and greatly reduce the pressure of air traffic control.

[0093] (3) As the technical solution provided by the present invention is that the aircraft runs on a bound track (or cableway), the safety of the entire travel plan can be significantly improved. In particular, the aircraft’s wind resistance exceeds that of conventional aircraft, enabling the aircraft in this technical solution to operate in atmospheric conditions where ordinary aircraft and transport vehicles cannot operate. This greatly increases the proportion of time it can operate each year. Even if it encounters extreme weather that exceeds its design capacity during the journey, it can land on the track and wait for the extreme weather to pass before continuing its journey. This effectively avoids the need for the remaining fuel of traditional aircraft that can only hover in the air when encountering extreme weather such as thunderstorms. This indirectly increases the payload and improves safety.

[0094] (4) When the aircraft using the constrained flight trajectory provided by the present invention is flying according to normal operating procedures, the vertical distance between the aircraft and the track will be within a carefully designed range. By connecting the track with the horizontal control surface of the aircraft's horizontal aerodynamic surface through the control surface adjustment device, there is an equilibrium point of control surface deflection position, so that the aircraft's gravity and lift are equal. Any disturbance will cause the control surface to deflect in the direction of returning to the original equilibrium position. Even in extreme cases such as sudden loss of power, within the expected vertical distance range from the track, the deflection direction of the aircraft's horizontal control surface will deflect downwards because it is close to the vertical distance from the track, thereby increasing the overall lift coefficient of the aircraft. Under normal circumstances, when the control surfaces of the horizontal aerodynamic surfaces are deflected to the bottom, even if there is still a rate of descent, the aircraft's rate of descent and horizontal speed are already in a state of deceleration. As long as there is sufficient margin between the aircraft and the track at this time, and with the superposition of constraints and the damping and elasticity of the control surface adjustment mechanism, even if the aircraft eventually contacts the track, the load generated when the aircraft contacts the track (or cable) will still be within the normal operating range of both, and will not cause a destructive collision with the track or cable, which serve as the flight trajectory constraint and safety insurance mechanism, thus greatly increasing flight safety.

[0095] (5) The technical solution of this invention requires the establishment of corresponding tracks or cables between the expected flight routes. However, due to the very small contact force between the restraint device and the track (or cable) during normal flight, the requirements for the track (or cable) are much lower than those for other rail transport devices such as high-speed rail. This makes its construction cost much lower than that of conventional ground transportation infrastructure such as subways, high-speed rail, and bridges, and can also shorten the construction cycle. If an internal power source such as a hybrid power system is adopted, the construction of a power supply network can be eliminated, further reducing the construction and maintenance costs of the route. It is expected that the construction cost per kilometer of the track route will be reduced to less than a fraction of that of a high-speed rail track route. Under normal circumstances, the load on the track is very small, and its wear is very small. The maintenance interval 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, theoretically its repair and rerouting are also more convenient than those of traditional railways. Even though the cost of the aircraft constrained by this system is higher than that of high-speed rail, the overall cost will be far lower. It is particularly suitable for specific scenarios requiring high speed, frequency, and convenient scheduling, but with lower capacity requirements. Its operation can be compared to a low-altitude, high-speed bus. One possible application scenario is establishing a transportation system based on this solution between small and medium-sized towns that lack high-speed rail stations due to cost and economic considerations, and larger transportation hubs with high-speed rail stations and large airports. This would concentrate the scattered, time-sensitive long-distance transportation needs of various small and medium-sized towns onto larger transportation hubs with high-speed rail stations and large airports, thereby improving the occupancy rate and economic efficiency of existing high-speed rail lines. This can be likened to the capillaries of the high-speed rail mainline.

[0096] (6) Since the aircraft in the technical solution of this invention is normally airborne and has the ability to take off and land, it can more easily cross terrain obstacles by means other than tunneling, and achieve direct access between two points. When turning, the track can also be designed to make the aircraft generate a larger side tilt angle than the high-speed rail, and the radius required for turning flight will be smaller than the turning radius required by the high-speed rail at the same speed.

[0097] (7) Since the aircraft in the technical solution of the present invention does not have the possibility of deviating from the flight path like conventional aircraft, its station can be closer to the city center than ordinary civil aviation or general aviation airports, making it convenient for passengers to pick up and drop off.

[0098] (8) The reverse adjustment mechanism in the control surface adjustment device of the present invention can be in various forms, such as purely mechanical, hydraulically assisted, or electronically signaled. However, if a purely mechanical type is used, then theoretically no sensors are needed, which can avoid the delay introduced by the sensor and flight control system calculation, so that the lift of the aircraft is only proportional to its distance from the track. From the perspective of the distance between the aircraft and the track and the aerodynamic force, only aerodynamic delay remains in the system, thereby further increasing safety or reducing the vertical safety distance limit. At the same time, due to the existence of aerodynamic delay, even if there is some settlement in some areas of the track, the aircraft can fly over the settlement area before the aircraft reacts during high-speed flight. This improves the tolerance for foundation settlement in the track construction area and thus greatly reduces construction costs. Especially for permafrost areas like the Qinghai-Tibet Plateau, in areas with severe seasonal settlement, by combining some low-cost technical means, the needs of high-speed transportation can be met in a more economical way than other technical means.

[0099] (9) In addition to constraining the flight trajectory of the aircraft, providing the aircraft with a fulcrum to avoid landing under extreme weather conditions, and avoiding hard landing of the aircraft under extreme conditions such as single engine failure, the control surface adjustment device in the technical solution of the present invention also undertakes some functions similar to the landing gear buffer device, but its weight is borne by the track, so it will not have an adverse effect on the effective load of the aircraft itself.

[0100] (10) Since the aircraft in the technical solution of the present invention is not completely free to fly in the air in a strict sense, its requirements for avionics and flight control are greatly reduced. Even considering the control surface adjustment device, its cost is lower than that of conventional aircraft of the same level, which further increases its economy.

[0101] (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 power is supplied through contact cables, batteries are not required during normal flight, thereby avoiding the limitations of battery technology on conventional vertical take-off and landing aircraft. For example, theoretically, the range and flight time of the aircraft are only limited by the lifespan of the fuselage structure and motors. On the one hand, when using contact cables for power supply, the flight speed and payload capacity of the aircraft in the technical solution of this 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 range-extended hybrid power, its payload capacity and range are also higher than those of pure battery electric aircraft. On the other hand, when using non-battery powered systems, such as power supply via cables or range-extended hybrid power, the aircraft in this invention eliminates the battery charging time after each flight, allowing for rapid round-trip operation. Therefore, its carrying capacity per unit time is far greater than that of electric vertical take-off and landing aircraft using batteries for the same effective payload. When market demand fluctuates greatly (such as seasonal transportation), it can be easily deployed. Under certain conditions, it is more economical than other transportation vehicles.

[0102] While the embodiments disclosed in this invention are as described above, they are merely illustrative of the embodiments to facilitate understanding of the invention and are not intended to limit the invention. Any person skilled in the art to which this invention pertains may make any modifications and variations in the form and details of the implementation without departing from the spirit and scope disclosed herein; however, the scope of patent protection for this invention shall still be determined by the scope defined in the appended claims.

Claims

1. A box rail constrained vehicle restraint system, characterized by, The utility model relates to: Aircraft, at least two sets of rudder adjusting devices for height and direction constraints, and an I-shaped track; The I-shaped track is arranged as a track with an I-shaped cross section, comprising: an upper track plate and a lower track plate arranged oppositely, and a middle vertical plate connected to the middle part of the upper track plate and the lower track plate; Each set of rudder adjusting devices comprises a height constraint adjusting mechanism and a direction constraint adjusting mechanism; the horizontal rudders on both sides of the aircraft at the same spanwise position are connected to one set of height constraint adjusting mechanisms, and the vertical rudders at the same spanwise position are connected to one or two sets of direction constraint adjusting mechanisms; the height constraint adjusting mechanism and the direction constraint adjusting mechanism in each set of rudder adjusting devices form a floating connection structure with the track structure on one side of the middle vertical plate in the I-shaped track; The rudder adjusting device is used to drive the horizontal rudders to produce a same-phase deflection in the height deviation direction through the height constraint adjusting mechanism and drive the vertical rudders to produce a same-phase deflection in the track lateral deviation direction through the direction constraint adjusting mechanism during the flight of the aircraft along the I-shaped track, so as to generate a reverse force, so that the relative distance between the aircraft and the I-shaped track in the vertical and lateral directions is kept within a preset range.

2. The I-beam track-constrained vehicle restraint system of claim 1, wherein, In the I-shaped track, The symmetrical upper end faces of the track bottom plate on both sides of the middle vertical plate form a preset slope with the horizontal plane, and the lower end face of the track bottom plate is connected to the reference installation surface of the I-shaped track or directly connected to the ground; the track bottom plate is used to provide a return-to-center force to return the aircraft in the forward flight state to the center through the preset slope of the symmetrical upper end faces on both sides, and is used to provide a supporting action to the aircraft in the landing state; The symmetrical side end faces of the middle vertical plate on both sides form a preset slope with the horizontal plane, and the preset slope of the symmetrical side end faces of the middle vertical plate makes the thickness of the vertical plate cross section linearly increase from top to bottom; the middle vertical plate is used to provide a supporting side end face for the two sets of direction constraint adjusting mechanisms arranged symmetrically on the symmetrical side faces, so as to adjust the deflection angle of one or two vertical rudders at the same spanwise position through the two sets of direction constraint adjusting mechanisms arranged symmetrically; The upper end face of the track top plate is arranged as a horizontal plane, which mainly provides support for the landing gear on the main body of the aircraft during the taxiing stage of the aircraft during takeoff, the landing stage, and the landing in an emergency situation. The lower end face of the track top plate mainly forms a latching action with the direction constraint adjusting mechanism to prevent the aircraft from leaving the track when the aircraft rises due to excessive lift caused by special conditions such as sudden wind.

3. The I-beam track-constrained vehicle restraint system of claim 2, wherein, In the I-shaped track, In the small-radius turning area of the track line of the I-shaped track, the slope of the upper end face of the track bottom plate is arranged to incline to the turning side, so as to utilize the centripetal force of the gravity component to turn; In the climbing area or the downhill area of the track line of the I-shaped track, the climbing angle of the aircraft is determined based on the height difference between the main body of the aircraft and the upper end face of the track top plate.

4. The I-beam rail constrained vehicle restraint system of claim 2, wherein, The height-constrained adjustment mechanism comprises a low-friction rolling component 3 and a horizontal-surface adjustment module, and the direction-constrained adjustment mechanism comprises a low-friction rolling component 3 and a vertical-surface adjustment module; the low-friction rolling component 3 at the bottom end of the height-constrained adjustment mechanism is in contact with the upper end surface of the track bottom plate in the I-shaped track, and the low-friction rolling component 3 at the inner side end of the direction-constrained adjustment mechanism is in contact with the side end surface of the middle vertical plate of the I-shaped track; The horizontal-surface adjustment module and the vertical-surface adjustment module each comprise an elastic and damping mechanism and a reverse adjustment mechanism; the horizontal-surface adjustment module and the vertical-surface adjustment module are respectively used to, when the aircraft approaches or moves away from the track-constrained surface during the flight of the aircraft along the I-shaped track, drive the corresponding horizontal surface or vertical surface to produce a same-phase deflection away from the direction of deviation through the reverse adjustment mechanism, so as to generate a reverse force, and thus keep the relative distance between the aircraft and the I-shaped track within a preset range.

5. The I-beam track-constrained vehicle restraint system of claim 4, wherein, The elastic and damping mechanism is provided as a one-stage or multi-stage adjustment structure, and is used to automatically lengthen or shorten according to the distance between the aircraft and the corresponding track-constrained end surface of the I-shaped track, and to support and dampen; One end of the reverse adjustment mechanism is connected to the telescopic section of the elastic and damping mechanism, and the other end is connected to the corresponding horizontal surface or vertical surface; the reverse adjustment mechanism is used to, when the aircraft approaches or moves away from the corresponding track-constrained surface in the I-shaped track, make the horizontal surface or vertical surface produce a same-phase deflection, so as to generate a reverse force, and thus keep the relative distance between the aircraft and the I-shaped track within a certain range.

6. The I-shaped track-constrained aircraft-constrained system according to claim 5, wherein The reverse adjustment mechanism is a mechanical rocker arm adjustment mechanism, comprising a driving rocker arm and a following rocker arm; one end of the driving rocker arm is hinged to the telescopic section of the corresponding height-constrained adjustment mechanism or direction-constrained adjustment mechanism, the other end of the driving rocker arm is hinged to one end of the following rocker arm, and the other end of the following rocker arm is hinged to the horizontal surface; and the movement path of the other end of the driving rocker arm and the up-down movement path of the other end of the following rocker arm are limited by the aircraft structure; The rocker arm adjustment mechanism in the height-constrained adjustment mechanism is used to directly drive the up-down deflection of the horizontal surface in the aircraft based on the telescopic length change of the height-constrained adjustment mechanism; when the telescopic length of the height-constrained adjustment mechanism increases, the horizontal surface at the corresponding position of the aircraft is deflected upward, the lift of the aircraft decreases, and a tendency to restore the aircraft to the original equilibrium position is generated; The rocker arm adjustment mechanism in the direction-constrained adjustment mechanism is used to directly drive the left-right deflection of the vertical surface in the aircraft based on the telescopic length change of the direction-constrained adjustment mechanism; when the aircraft deviates from the I-shaped track on one side, the direction-constrained adjustment mechanism drives the vertical surface to produce a same-phase deflection with the aircraft, so as to generate a tendency to restore the aircraft to the original equilibrium position.

7. A flight constraint method for limiting a trajectory, characterized by, The flight-constrained method for limiting the trajectory of the aircraft is performed by using the I-shaped track-constrained aircraft-constrained system according to any one of claims 1 to 6, and the flight-constrained method comprises: Step 1, the aircraft flies along the flight trajectory defined by the work-type orbit during flight; Step 2, when the aircraft deviates from the expected trajectory in the height direction during forward flight at a certain speed, the height constraint adjustment mechanism automatically adjusts the deflection of the horizontal rudder surface in the aircraft based on the vertical distance of the aircraft from the work-type orbit, thereby generating a counteracting force to keep the vertical relative distance between the aircraft and the work-type orbit within a preset range; Step 3, when the aircraft deviates from the expected trajectory to one side during forward flight at a certain speed, the direction constraint adjustment mechanism automatically adjusts the deflection of the vertical rudder surface in the aircraft based on the lateral deviation distance of the aircraft from the orbit, thereby generating a counteracting force to keep the lateral relative distance between the aircraft and the work-type orbit within a preset range.

8. The flight constraint method for limiting trajectories according to claim 7, wherein, The step 2 includes: The aircraft flies forward at a fixed speed, and only the lift coefficient C L Changes with the aerodynamic angle of attack of the aerodynamic surface and the deflection angle of the control surface; in the case of a constant aerodynamic angle of attack, the height constraint adjustment mechanism adjusts the connection form between the I-beam track and the aircraft, and the deflection angle of the horizontal control surface of the aircraft automatically approaches the angle that balances the lift and gravity of the aircraft; the lift calculation method of the aircraft is: ； where L is the lift of the aircraft, C L is the lift coefficient, p is the air density, v is the forward flight speed, and S is the area of the aircraft's lift surface. When the aircraft is disturbed and the whole aircraft is higher than the equilibrium height, the horizontal tail surface rear edge is deflected upward under the drive of the height constraint adjustment mechanism, the lift coefficient C L is reduced, and the aircraft automatically moves downward to the original equilibrium position. When the aircraft is disturbed and the whole aircraft is below the equilibrium height, the horizontal tail surface trailing edge is deflected downward under the drive of the height constraint adjustment mechanism, the lift coefficient C L is increased, and the aircraft will automatically move upward to the original equilibrium position.

9. The flight constraint method for limiting trajectories according to claim 7, wherein, The step 3 includes: When the aircraft deviates from the orbit as a whole to the right due to disturbance during forward flight, the vertical rudder surface of the aircraft deflects to the right under the action of the direction constraint adjustment mechanism, and the aircraft automatically moves to the left in the direction close to the original equilibrium position; When the aircraft deviates from the orbit as a whole to the left due to disturbance during forward flight, the vertical rudder surface of the aircraft deflects to the left under the action of the direction constraint adjustment mechanism, and the aircraft automatically moves to the right in the direction close to the original equilibrium position.

10. The flight constraint method for limiting trajectories of claim 7, wherein, Further includes: When the aircraft deviates from the original trim pitch angle in the pitch direction around the center of gravity due to disturbance during forward flight, the horizontal rudder of the front horizontal aerodynamic surface deflects upward under the action of the height constraint adjustment mechanism, the lift decreases, the horizontal rudder of the rear horizontal aerodynamic surface deflects downward, the lift increases, and a lowering moment is generated in the whole, so that the aircraft has a restoring moment to the original pitch angle; When the aircraft rolls due to disturbance during forward flight, the horizontal rudder surface of the horizontal aerodynamic surface of the aircraft deflects under the action of the height constraint adjustment mechanism, and the vertical rudder surface of the vertical aerodynamic surface deflects under the action of the direction constraint adjustment mechanism, so that the aircraft generates a roll restoring moment around the center of gravity; When the aircraft deviates from the original orbit direction by an angle to the left around the center of gravity due to disturbance during forward flight, the front direction constraint adjustment mechanism of the aircraft deflects the front vertical rudder surface to the left, generates a right force, the rear direction constraint adjustment mechanism deflects the rear vertical rudder surface to the right, generates a left force, and generates a right restoring moment as a whole, so that the aircraft automatically rotates to the original heading; or, when the aircraft deviates from the original orbit direction by an angle to the right around the center of gravity due to disturbance during forward flight, the front direction constraint adjustment mechanism of the aircraft deflects the front vertical rudder surface to the right, generates a left force, the rear direction constraint adjustment mechanism deflects the rear vertical rudder surface to the left, generates a right force, and generates a left restoring moment as a whole, so that the aircraft automatically rotates to the original heading.

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