Adaptive vector regulation recovery embedded aircraft arresting system and method thereof

Abstract

The present application relates to the field of aircraft landing arresting technology, in particular to a self-adaptive vector adjusting recovery embedded aircraft arresting system and method thereof.The system comprises a lifting module, an arresting net module, arresting net sliders, a three-light pod module, a monitoring unit and a main control unit.The arresting net module comprises a main arresting net rope and a secondary arresting net rope.The main arresting net rope is fixed on the top of the lifting module, and the bottom of the lifting module is installed on an arresting platform.The arresting net sliders are slidingly connected to the main arresting net rope.Two opposite arresting net sliders are connected by the secondary arresting net rope, and multiple groups of the secondary arresting net ropes are crossed to form an arresting net.The monitoring unit is connected to the arresting net sliders.The three-light pod module is connected to the top of the lifting module.The main control unit is connected to the lifting module, the arresting net sliders, the three-light pod module and the monitoring unit.The present application solves the problem of safe and stable arresting recovery landing of aircraft in all environmental conditions within a very short time.

Description

Technical Field

[0001] This invention relates to the field of aircraft landing arresting technology, and in particular to an adaptive vector-adjustable recovery embedded aircraft arresting system and method. Background Technology

[0002] When various aircraft land, they are highly sensitive to surrounding environmental factors. For example, civilian airliners or military aircraft choose to land on a fixed ground in clear, windless weather, resulting in a very safe and stable landing process. For the aircraft itself, landing in such weather conditions minimizes the impact on all external and internal structures, and also minimizes impact and vibration on onboard equipment. However, with the unpredictable global climate change, even though manufacturers have made various optimizations to the fuselage, engines, and other assemblies, landing accidents are still highly likely to occur in adverse weather conditions, especially when landing on ground, ships, or vehicles without auxiliary landing systems. To assist aircraft in landing under adverse conditions, various aircraft landing aids have been developed.

[0003] The existing aircraft landing aids include the following types:

[0004] 1) Existing aircraft carrier arresting systems: Aircraft carrier arresting cable systems involve numerous high-tech aspects, including mechanics, electrical engineering, and hydraulics, making it a massive and complex engineering project. The arresting cables must directly withstand the impact and arresting force of the aircraft's tailhook, while also possessing high fatigue resistance and continuous working performance. The requirements for hardness and toughness place stringent demands on the arresting cable materials and manufacturing processes. The technology behind carrier-based aircraft arresting systems is extremely difficult to implement. The entire system suffers from numerous drawbacks, including large installation space, high cost, long construction period, and difficulty in miniaturization.

[0005] 2) Harpoon grille system: It has many disadvantages, such as low level of automation and intelligence, high requirements for pilot precision, long landing cycle, low efficiency, and inapplicability to high sea state or extremely harsh environments.

[0006] 3) Bear Trap Landing Assist System: The system has a single function and low level of automation. It mainly relies on the pilot for forced landing, resulting in unstable landing, low efficiency, and many other drawbacks, such as not being suitable for high sea state or extremely harsh environmental areas.

[0007] 4) Net-assisted landing system: It has many disadvantages, such as limited functionality, cumbersome operation, low safety, lack of intelligent system, reliance on pilot for forced landing, unstable landing, low efficiency, and inapplicability to high sea state or extremely harsh environments. Summary of the Invention

[0008] This invention provides an adaptive vector-adjustable recovery embedded aircraft arresting system and method, aiming to solve the problem of safe and stable arresting recovery of various aircraft for ship landing, vehicle landing or landing in a very short time under all weather and environmental conditions.

[0009] This invention provides an adaptive vector-adjustable recovery embedded aircraft arresting system, comprising a lifting module, an arresting net module, an arresting net slider, a three-light pod module for emitting guide beams, a monitoring unit for capturing the aircraft's position, and a main control unit. The arresting net module includes a main arresting net rope and auxiliary arresting net ropes. The main arresting net rope is fixed to the top of the lifting module, and the bottom of the lifting module is mounted on an arresting platform. The arresting net slider is slidably connected to the main arresting net rope, and two opposing arresting net sliders are connected by auxiliary arresting net ropes. Multiple sets of auxiliary arresting net ropes intersect to form an arresting net. The monitoring unit is connected to the arresting net slider, and the three-light pod module is connected to the top of the lifting module. The main control unit is connected to the lifting module, the arresting net slider, the three-light pod module, and the monitoring unit.

[0010] As a further improvement of the present invention, the barrier net slider includes a first slider body, a second slider body, and a drive wheel. The first slider body and the second slider body are connected by a half-type connection. The drive wheel is connected inside the first slider body. The main rope of the barrier net passes between the first slider body and the second slider body and is connected to the drive wheel.

[0011] As a further improvement of the present invention, the drive wheel is a gear, the surface of the main rope of the barrier net is provided with a rack, and the main rope of the barrier net and the drive wheel are connected by the meshing of the rack and the gear.

[0012] As a further improvement of the present invention, the barrier platform is provided with an embedded slot, and the bottom of the lifting module is connected to the embedded slot. When the lifting module is in the retracted state, the lifting module, the barrier net module, and the barrier net slider are all set in the embedded slot.

[0013] As a further improvement of the present invention, the monitoring unit includes a vision sensor, a distance sensor, a torque sensor, a temperature sensor, a pressure sensor, and an angle sensor.

[0014] As a further improvement of the present invention, the three-light pod module includes a visible light emitter, an infrared light emitter, and a laser emitter. The three-light pod module also integrates a visual sensing system, a radar or infrared sensing system, a wind sensor, and a horizontal displacement sensor.

[0015] As a further improvement of the present invention, a lifting module is connected to each apex of the main rope of the barrier net, and each lifting module independently adjusts the lifting height of the corresponding apex of the main rope of the barrier net.

[0016] As a further improvement of the present invention, the lifting module includes multiple lifting sections, which are connected sequentially.

[0017] The present invention also provides an adaptive vector-adjustable recovery method for embedded aircraft arresting, comprising the following steps:

[0018] S1. When the aircraft enters the capture range, the main control unit receives the landing signal of the aircraft and tracks the azimuth information of the aircraft through the three-light pod module. When the structure of the aircraft is detected, the main control unit controls the lifting module to lift the arresting net module out of the arresting platform.

[0019] S2. The system detects whether the platform meets the conditions for aircraft landing through a visual sensing system, radar, or infrared sensing system, and sends the detection signal to the main control unit. If the conditions for landing are not met, the main control unit sends feedback to the aircraft and stops the landing; if the conditions for landing are met, the main control unit notifies the aircraft to perform an approach landing.

[0020] S3. The monitoring unit on the arresting net slider detects and captures the landing angle of the aircraft and the relationship between the number and angle of the landing gears under the aircraft fuselage. By controlling the positional relationship between multiple arresting net sliders, the spacing of the arresting net grid is adjusted. By controlling the lifting height of each lifting module, the omnidirectional angle of the arresting net is adjusted as a whole to completely fit the angle of the bottom of the aircraft fuselage and to fix each landing gear in a snap-fit ​​manner.

[0021] S4. After the aircraft has landed completely on the arresting net, the lifting module adjusts the arresting net to be level with the arresting platform and then smoothly places the aircraft's landing gear on the arresting platform.

[0022] S5. After the arresting net slider has been moved to the correct position and the aircraft fuselage has been adjusted, release the main arresting net rope and the auxiliary arresting net rope to allow the aircraft to be fully released.

[0023] As a further improvement of the present invention, in step S3, in controlling the lifting height of each lifting module to adjust the omnidirectional angle of the arresting net as a whole, three environmental range values ​​of low, medium and high severity are preset according to the wind speed during the aircraft landing and the swing amplitude of the arresting platform, including the following situations:

[0024] a1. When the landing environment is of low severity, the control lifting module drives the arresting net module to be horizontally lifted onto the arresting platform, and the height attitude of the lifting module is low.

[0025] a2. When the landing environment is moderately severe, the control lifting module drives the arresting net module to be horizontally lifted onto the arresting platform, and the height attitude of the lifting module is high.

[0026] a3. When the landing environment is highly adverse, the control module adjusts the arresting net to a fitting angle consistent with the orientation information below the main fuselage of the aircraft by performing adaptive vector adjustment based on the three-light pod module and monitoring unit.

[0027] The beneficial effects of this invention are: it can be applied to special equipment systems such as ship decks, tracked high-mobility vehicle chassis, and wheeled high-mobility vehicle chassis, and can also be installed and applied on land. The preparation system has automatic or passive multi-angle automatic vector adjustment function. For example, when a ship experiences severe rolling and pitching in high sea states, the lifting mechanism of the preparation system can automatically adjust the angle of the arresting net to keep it horizontal or at a specified angle to match the safe landing of various aircraft. At the same time, it is designed with multiple sensor technology devices to calculate, plan and monitor the angle, speed and force of various aircraft during landing or landing in real time, so that the preparation system can automatically and independently adapt to the dynamic / static load motion parameters and laws of various aircraft to achieve the best arresting landing efficiency. Attached Figure Description

[0028] Figure 1 This is an overall structural diagram of the embedded aircraft arresting system of the present invention;

[0029] Figure 2 This is an overall structural diagram of the barrier net slider in this invention;

[0030] Figure 3 This is a cross-sectional view of the barrier net slider in this invention;

[0031] Figure 4 This is a cross-sectional view showing the connection between the lifting module, the barrier net module, the barrier net slider, and the barrier platform in this invention.

[0032] Figure 5 This is a cross-sectional view of the connection between the barrier net rope and the barrier platform in this invention;

[0033] Figure 6 This is a schematic diagram of the embedded aircraft arresting system of the present invention in its undeployed state on the roadbed;

[0034] Figure 7 This is a schematic diagram of the embedded aircraft arresting system of the present invention in its deployed state on the roadbed;

[0035] Figure 8 This is a schematic diagram of the embedded aircraft arresting system of the present invention in its undeployed state on a vehicle.

[0036] Figure 9 This is a schematic diagram of the embedded aircraft arresting system of the present invention in its deployed state on a vehicle.

[0037] Figure 10This is a schematic diagram of the embedded aircraft arresting system of the present invention in its deployed state on a vehicle.

[0038] Figure 11 This is a schematic diagram of the embedded aircraft arresting system of the present invention in its undeployed state on a ship.

[0039] Figure 12 This is a schematic diagram of the embedded aircraft arresting system of the present invention in its first deployed state on a ship.

[0040] Figure 13 This is a schematic diagram of the second deployed state of the embedded aircraft arresting system of the present invention on a ship.

[0041] Figure 14 This is a schematic diagram of the embedded aircraft arresting system of the present invention in its third deployed state on a ship.

[0042] Figure 15 This is a structural schematic diagram of the embedded aircraft arresting system of the present invention in the third deployment state on a shipboard, representing an example of aircraft landing.

[0043] Figure 16 This is a schematic diagram of the second case of aircraft landing when the embedded aircraft arresting system of the present invention is in the third deployment state on a ship.

[0044] Figure 17 This is a schematic diagram of the fourth deployment state of the embedded aircraft arresting system of the present invention on a ship.

[0045] Figure 18 This is a structural schematic diagram of the embedded aircraft arresting system of the present invention in the fourth deployment state on a shipboard, representing an example of aircraft landing.

[0046] Figure 19 This is a schematic diagram of the fifth deployment state of the embedded aircraft arresting system of the present invention on a ship.

[0047] Figure 20 This is a structural schematic diagram of the embedded aircraft arresting system of the present invention in the fifth deployment state on a shipboard, representing an example of aircraft landing. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0049] like Figure 1As shown, the present invention discloses an embedded aircraft arresting system with adaptive vector adjustment and recovery, comprising a lifting module 2, an arresting net module 1, an arresting net slider 3, a three-light pod module 4 for emitting guiding light, a monitoring unit 5 for capturing the aircraft's position, and a main control unit. The arresting net module 1 includes an arresting net main rope 11 and an arresting net secondary rope 12. The arresting net main rope 11 is fixed to the top of the lifting module 2, and the bottom of the lifting module 2 is installed on the arresting platform 6. The arresting net slider 3 is slidably connected to the arresting net main rope 11. Two opposing arresting net sliders 3 are connected by the arresting net secondary rope 12. Multiple sets of arresting net secondary ropes 12 intersect to form an arresting net. The monitoring unit 5 is connected to the arresting net slider 3. The three-light pod module 4 is connected to the top of the lifting module 2. The main control unit is connected to the lifting module 2, the arresting net slider 3, the three-light pod module 4, and the monitoring unit 5.

[0050] like Figure 2 As shown, the barrier net slider 3 includes a first slider body 31, a second slider body 32, and a drive wheel 33. The first slider body 31 and the second slider body 32 are connected by a half-clamp. The drive wheel 33 is connected inside the first slider body 31. The main rope 11 of the barrier net passes between the first slider body 31 and the second slider body 32 and is connected to the drive wheel 33. The barrier net slider 3 adopts a half-clamp mechanical structure that is combined vertically or horizontally. This structure has the advantages of convenient assembly and disassembly and simple maintenance. After the barrier net slider 3 is assembled, the first slider body 31 and the second slider body 32 are fixed in place by bolts fastening the mounting holes on them.

[0051] The barrier net slider 3 can move on the barrier net main rope 11 to make horizontal adaptive adjustments. Each barrier net slider 3 can operate independently, which can fully meet the adjustment requirements between different levels.

[0052] like Figure 3 As shown, the drive wheel 33 is a gear, and the surface of the main rope 11 of the barrier net is provided with a rack 13. The main rope 11 of the barrier net and the drive wheel 33 are connected by the meshing of the rack 13 and the gear. The main rope 11 of the barrier net is provided with a guide rail of gear structure or helical structure for the drive wheel 33. The guide rail is preferably a rack 13. Multiple sets of drive gears are provided inside the barrier net slider 3. The combination design of gears and rack 13 is used for displacement adjustment and fixation of the barrier net slider 3. This structure has high reliability, is not easy to slip during operation, and can accurately control its accuracy.

[0053] like Figure 4As shown, the arresting platform 6 has an embedded slot 61. The bottom of the lifting module 2 is connected to the embedded slot 61. When the lifting module 2 is in the retracted state, the lifting module 2, the arresting net module 1, and the arresting net slider 3 are all housed within the embedded slot 61. The embedded slot 61 allows the entire embedded aircraft arresting system to be installed in an embedded manner, providing excellent concealment. The system has no impact on the surrounding environment before or after installation, and it also possesses good electromagnetic compatibility. The entire embedded aircraft arresting system is designed as a lifting structure. When the lifting module 2 lowers the entire system to a level equal to or lower than the plane of the original arresting platform 6, it appears as if no system device is installed on the plane of the arresting platform 6, because the surface of the arresting platform 6 has no protruding structures. Here, the arresting platform 6 represents the original land, ship deck, vehicle chassis, or certain platform devices.

[0054] like Figure 5 As shown, when the entire embedded aircraft arresting system is hidden in the embedded slot 61, the rope of the arresting net module 1, in the retracted state, descends into the designed embedded slot 61. The slot opening is designed with a half-structure semi-soft rubber body 62. When the arresting net main rope 11 is retracted, it descends to the bottom of the embedded slot 61. After being pressed into the embedded slot 61 by the left and right semi-soft rubber bodies 62, the rubber bodies 62 rebound to their original positions, which protects the rope from external erosion by rain, seawater, or sun exposure, and also serves the purpose of a hidden embedded installation.

[0055] Monitoring unit 5 includes a visual sensor, a distance sensor, a torque sensor, a temperature sensor, a pressure sensor, and an angle sensor. Each arresting net slider 3 is equipped with a distance sensor, a visual sensor, an infrared sensor, and a laser sensor, etc., for detecting and alarming the operating environment before the system starts operating. At the same time, it is also used to track and adaptively adjust the orientation information of each landing gear of the tracking aircraft during system operation.

[0056] The three-light pod module 4 includes a visible light emitter, an infrared light emitter, and a laser emitter. A visual sensing system, a radar or infrared sensing system, a wind sensor, and a horizontal displacement sensor are integrated and installed inside the three-light pod module 4, distributed in key locations, resulting in a compact and reliable structure. The top of the lifting module 2 is equipped with multiple sets of three-light equipment, capable of 360° rotation and 90° vertical tilting. It can also be controlled via a gimbal for pre-operation environment detection and alarms, and during system operation, it is used to track and adaptively adjust the orientation information of the main body of the tracking aircraft.

[0057] like Figure 1 , Figures 6 to 10As shown, a lifting module 2 is connected to each apex of the main rope 11 of the arresting net. Each lifting module 2 independently adjusts the lifting height at the corresponding apex of the main rope 11. The height of the adjustable lifting module 2 is adjustable, and each lifting module 2 is independently controlled and driven, meeting the self-adaptive adjustment of the attitude during landing of various aircraft. Combined with the intelligent arresting net slider 3 device, it can meet the all-round vector adaptive adjustment of the arresting net. The lifting module 2 includes multiple lifting sections 21, which are connected sequentially. Each lifting section 21 adopts a nested connection method. When the lifting module 2 is lowered to the lowest height, the upper lifting section 21 can be embedded into the bottom lifting end to reduce space occupation. However, when it needs to be lifted, it extends upward layer by layer. Of course, the lifting module 2 is not limited to using multiple lifting sections 21; other lifting methods can also be used in this system.

[0058] Based on the above-mentioned vector-adjustable recovery embedded aircraft arresting system, the present invention also includes an adaptive vector-adjustable recovery embedded aircraft arresting method, comprising the following steps:

[0059] S1. When the aircraft enters the capture range, the main control unit receives the landing signal of the aircraft and tracks the azimuth information of the aircraft through the three-light pod module 4. When the structure of the aircraft is detected, the main control unit controls the lifting module 2 to lift the arresting net module 1 out of the arresting platform 6.

[0060] S2. The system detects whether the platform meets the conditions for aircraft landing through a visual sensing system, radar, or infrared sensing system, and sends the detection signal to the main control unit. If the conditions for landing are not met, the main control unit sends feedback to the aircraft and stops the landing; if the conditions for landing are met, the main control unit notifies the aircraft to perform an approach landing.

[0061] S3. The monitoring unit 5 on the arresting net slider 3 detects and captures the landing angle of the aircraft and the relationship between the number and angle of the landing gears under the aircraft fuselage. By controlling the positional relationship between multiple arresting net sliders 3, the spacing of the arresting net grid is adjusted. By controlling the lifting height of each lifting module 2, the omnidirectional angle of the arresting net is adjusted as a whole to completely fit the angle of the bottom of the aircraft fuselage and fix each landing gear in a snap-fit ​​manner.

[0062] S4. After the aircraft has landed completely on the arresting net, the lifting module 2 adjusts the arresting net to be level with the arresting platform 6 and then places the aircraft's landing gear smoothly on the arresting platform 6.

[0063] S5. After the arresting net slider 3 moves to the correct position and the aircraft fuselage is adjusted, release the main arresting net rope 11 and the auxiliary arresting net rope 12 to allow the aircraft to be fully released.

[0064] In step S3, the lifting height of each lifting module 2 is controlled to adjust the omnidirectional angle of the arresting net. Based on the wind speed during the aircraft's landing and the swing amplitude of the arresting platform 6, three environmental ranges of low, medium, and high severity are preset, including the following scenarios:

[0065] a1. When the landing environment is of low severity, the control lifting module 2 drives the arresting net module 1 to be horizontally lifted onto the arresting platform 6, and the height attitude of the lifting module 2 is low.

[0066] a2. When the landing environment is moderately severe, the control lifting module 2 drives the arresting net module 1 to be horizontally lifted onto the arresting platform 6, and the height attitude of the lifting module 2 is high.

[0067] a3. When the landing environment is highly adverse, the three-light pod module 4 and the monitoring unit 5 perform adaptive vector adjustment to control the lifting module 2 to adjust the arresting net to a fitting angle consistent with the azimuth information below the main fuselage of the aircraft.

[0068] Specifically, when the aircraft needs to land, it will communicate with ground base station controllers or autonomously send a landing signal. At this time, the system will receive the landing signal from the aircraft through the main control unit, and simultaneously locate the aircraft's coordinates using Beidou or GPS. When the aircraft's structure is detected, the main control unit transmits a control signal to the landing module 2. Upon receiving the mission signal, the landing module 2 first uses a visual sensing system, radar, or infrared sensing system to detect whether the arresting platform 6 meets the conditions for the aircraft to land, and a wind sensor to detect the surrounding wind force, and a horizontal displacement sensor to detect the real-time speed and vibration intensity of ships or vehicles. All of the above information is collected by the main control unit, calculated and analyzed, and the relevant data signals are transmitted back to the operators and the aircraft. At this time, the aircraft approaches the arresting platform 6. The arresting system, consisting of a lifting module 2 and an arresting net slider 3, utilizes various sensors including a visual sensor, an infrared distance sensor, and a horizontal displacement sensor to detect and capture the aircraft's landing angle and the relationship between the number and angle of the landing gear on the lower part of the aircraft fuselage. It automatically adjusts the spacing and omnidirectional angle of the arresting system to achieve vector tracking adjustment, ensuring a perfect fit to the angle of the aircraft's fuselage and the secure clamping of each landing gear. Once the aircraft has fully landed on the arresting system, the lifting module 2 adjusts the aircraft to a level position on the arresting platform 6, then smoothly places the landing gear on the platform. Even in harsh environments, the arresting system can still protect and hold the aircraft, preventing it from being swayed, displaced, overturned by rain or seawater, or overturned by strong winds. When the environment returns to a favorable state, the arresting net slider 3 adjusts the aircraft's fuselage to a positive position, then releases the main and auxiliary arresting net ropes. At this point, the aircraft is fully released and can move independently. The adaptive vector adjustment embedded arresting system completes its operation in one go for this scenario.

[0069] The following are the different implementation methods of this system on ground, vehicle, and ship.

[0070] like Figure 6 As shown, when the lifting module 2 is not extended and raised, this system is embedded in the corresponding groove in the reinforced concrete layer, as follows. Figure 7 When it is necessary to assist the aircraft in arresting descent on the roadbed, the lifting module 2 will extend the entire arresting net out of the reinforced concrete layer, and can adjust the arresting net to be horizontal with the reinforced concrete layer, or to a certain tilt angle to adapt to the fitting angle of the aircraft's main body.

[0071] Similarly, when this system is installed on a vehicle chassis, such as Figure 8 As shown, when the lifting module 2 is not extended and raised, this system is embedded in the vehicle chassis bracket, as... Figure 9When it is necessary to assist the aircraft in arrested descent from the vehicle-mounted platform, the lifting module 2 will extend the entire arresting net beyond the vehicle chassis support. The arresting net can be adjusted to be horizontal with the vehicle chassis support, or tilted at a certain angle to adapt to the contact angle with the aircraft's main fuselage. Figure 9 After the aircraft lands, the arresting net securely locks each landing gear wheel to complete the landing maneuver. Then, after adjusting the aircraft's position on the vehicle chassis as needed, the arresting net is released.

[0072] Shipborne implementation plan such as Figures 11 to 20 As shown. Figure 11 The system is located in an embedded slot on the ship's deck and can be hidden when the arresting net is not in use, without affecting other functions of the deck.

[0073] like Figure 12 As shown, before the barrier system is activated, the main control unit, online monitoring unit 5, and omnidirectional sensing unit of the barrier system play a role in early detection and self-checking of various moving or non-moving objects above the barrier net and the operating environment around the system. This allows the system to pre-determine whether the subsequent work or operation can be carried out safely and reliably. If a moving or non-moving object is detected above the system, it will be transmitted to the operator through the main control system in the form of a visual signal, and an audible and visual alarm device can be triggered simultaneously. If no object is detected, the main control system will display a visual signal indicating that the system can operate safely and transmit it to the operator.

[0074] like Figure 13 As shown, this configuration can be used for helicopter arresting net landing systems in low to medium sea states. The working principle is that the lifting module 2 horizontally raises the arresting net to the deck. After the individual arresting net sliders 3 move horizontally out of their slots and adhere to the deck, it's equivalent to laying a layer of anti-slip net on the deck. In this way, each landing gear wheel of the carrier-based helicopter will be trapped in the dense anti-slip net during landing. At low speeds and in sea states below 6, the deployed configuration of this system eliminates the need for any other auxiliary landing systems to complete the landing.

[0075] like Figure 14 As shown, when the altitude setting of the lifting system is low, this state can be used for the safe landing of medium and large-sized aircraft in extreme high sea states. The high strength and toughness of the arresting net force the aircraft to fit tightly against it during landing, absorbing impact loads in a timely manner, and ultimately allowing the aircraft to land safely and stably on the arresting net. Figure 15 Arresting net landings are suitable for tiltrotor aircraft, such as Figure 16 Suitable for arresting net landings of medium and large helicopters, the arresting net slider 3 automatically locks the aircraft's landing gear wheels. After the aircraft lands on the arresting net, it automatically locks each landing gear wheel to prevent dangerous accidents such as roll or crash in extreme sea conditions.

[0076] like Figure 17 As shown, when the altitude setting of the lift system is high, this state can be used for the safe landing of various small and medium-sized aircraft in extreme high sea states. The high strength and toughness of the arresting net force the aircraft to fit tightly against it during landing, absorbing impact loads in a timely manner, and ultimately allowing the aircraft to land safely and stably on the arresting net. Figure 18 It is suitable for arresting net landings of various multi-rotor aircraft and compound wing vertical take-off and landing aircraft, and can meet the requirements of multiple aircraft landing simultaneously.

[0077] like Figure 19 As shown, this state is the omnidirectional automatic vector adjustment working state, applicable to various aircraft undergoing special landings at high angles of attack, or aircraft attempting forced landings in extremely harsh environments, ensuring safe and stable landings. Specifically, the system provides effective landing assistance for carrier-based aircraft preparing to land. When the aircraft enters the system's capture range, cameras on the ship's flight deck, vehicle-mounted flight deck, or ground flight deck receive laser signals from the aircraft's laser target source, calculating the aircraft's relatively ideal landing point. The aircraft's position indicator then guides the pilot to adjust the aircraft to the optimal landing position. The arresting net then captures the aircraft's fuselage bottom, landing gear, wheel hub assembly, etc. After successful recovery and landing, the aircraft can be towed from the landing platform along a track into the ship's hangar. This system significantly reduces the pilot's psychological burden, boasts a high degree of automation and safety, and can safely land on ships, vehicles, and other aircraft under extremely harsh conditions with ship roll ±15.5° and pitch ±4.5°.

[0078] like Figure 20 As shown, during the landing process, the aircraft is affected by sea winds or other environmental factors, causing its flight attitude to sway left and right and fluctuate up and down. At this time, the arresting net system can perform adaptive vector adjustment based on its own three-light equipment and real-time monitoring system, that is, full variable degrees of freedom in six directions: forward, backward, up, down, left, and right. The arresting net is adjusted to a fitting angle consistent with the orientation information under the main body of the aircraft, presenting a semi-flexible lifting attitude for the aircraft, so that it can land safely and stably at the designated location.

[0079] This adaptive vector-adjustable recovery embedded aircraft arresting net system primarily addresses the safe and stable arresting recovery of various aircraft for shipboard, vehicle, or lander operations within extremely short timeframes under all weather and sea conditions. This system can also provide effective landing assistance for carrier-based aircraft preparing for landing. Once the aircraft enters the system's capture range, cameras on the ship's flight deck, vehicle-mounted flight deck, or ground-based flight deck receive laser signals from the aircraft's laser target source, calculating the aircraft's relatively ideal landing point. The aircraft's position indicator then guides the pilot to adjust the aircraft to the optimal landing position. The arresting net then activates the tethering device to capture the aircraft's fuselage bottom, landing gear, wheel hub assembly, etc. After successful recovery and landing, the aircraft can be towed from the landing platform along a track into the ship's hangar. This system significantly reduces the pilot's psychological burden, boasts a high degree of automation and safety, and can safely perform shipboard, vehicle, and lander operations under extreme conditions such as ship roll ±15.5° and pitch ±4.5°. This patented technology can now be applied to various types of ship decks, tracked high mobility vehicle chassis, wheeled high mobility vehicle chassis and other special equipment systems, and can also be installed and applied on land. The maintenance system has automatic or passive multi-angle automatic vector adjustment function.

[0080] The system and method of the present invention have the following advantages:

[0081] 1) The maintenance system is applicable to the sustainable recovery and landing of manned or unmanned fixed-wing aircraft, helicopters, multi-rotor aircraft, tiltrotor aircraft, disc aircraft, flapping-wing aircraft, airships, compound-wing aircraft, rocket boosters, loitering munitions, unmanned spacecraft, and manned spacecraft.

[0082] 2) The maintenance system can meet the needs of multiple aircraft to be recovered and arrested during landing, with high recovery efficiency.

[0083] 3) The maintenance system can be installed on ships, tracked or wheeled high-mobility special vehicles according to different mission environments. The overall specifications and power of the system can be increased or decreased, reduced or enlarged, and the design and layout can be flexible and convenient to achieve the final mission objective.

[0084] 4) The system is designed for embedded installation, which allows it to be well compatible with existing equipment or ground environment when deployed or withdrawn. In the withdrawn state, the landing platform has almost no protruding structure, which can play a good concealment role and thus does not affect the original use environment or original combat environment.

[0085] 5) The maintenance system is designed for modular installation, and the arresting net can be arranged according to the aircraft structure and the arresting landing method. It is highly operable by personnel and has high work efficiency. Because the maintenance system adopts a modular design, it also has excellent system maintainability.

[0086] 6) The maintenance system adopts redundant designs in both hardware and software, including high strength, high toughness, high wear resistance, and high reliability. Core technical components and systems are maintenance-free, ensuring durability under long-term harsh working conditions.

[0087] 7) The preparation system is domestically produced, has high overall supportability, and is very economical.

[0088] 8) The preparation system has a high degree of integration and a wide range of applications. In addition to ensuring the use of barrier-type recovery, it can also be used as an anti-slip net, auxiliary power unit and other multi-purpose applications.

[0089] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the scope of protection of the present invention.

Claims

1. An embedded aircraft arresting system with adaptive vector control and recovery, characterized in that, The system includes a lifting module, an arresting net module, an arresting net slider, a three-light pod module for emitting guide beams, a monitoring unit for capturing the aircraft's position, and a main control unit. The arresting net module includes a main arresting net rope and auxiliary arresting net ropes. The main arresting net rope is fixed to the top of the lifting module, and the bottom of the lifting module is installed on the arresting platform. The arresting net slider is slidably connected to the main arresting net rope. Two opposing arresting net sliders are connected by the auxiliary arresting net ropes. Multiple sets of auxiliary arresting net ropes intersect to form an arresting net. The monitoring unit is connected to the arresting net slider. The three-light pod module is connected to the top of the lifting module. The main control unit is connected to the lifting module, the arresting net slider, the three-light pod module, and the monitoring unit. The barrier net slider includes a first slider body, a second slider body, and a drive wheel. The first slider body and the second slider body are connected by a half-type connection. The drive wheel is connected inside the first slider body. The main rope of the barrier net passes between the first slider body and the second slider body and is connected to the drive wheel. The drive wheel is a gear, and the surface of the main rope of the barrier net is provided with a rack. The main rope of the barrier net and the drive wheel are connected by the meshing of the rack and the gear.

2. The adaptive vector-adjustable recovery embedded aircraft arresting system according to claim 1, characterized in that, The barrier platform is provided with an embedded slot, and the bottom of the lifting module is connected to the embedded slot. When the lifting module is in the retracted state, the lifting module, the barrier net module, and the barrier net slider are all set in the embedded slot.

3. The adaptive vector-adjustable recovery embedded aircraft arresting system according to claim 1, characterized in that, The monitoring unit includes a vision sensor, a distance sensor, a torque sensor, a temperature sensor, a pressure sensor, and an angle sensor.

4. The adaptive vector-adjustable recovery embedded aircraft arresting system according to claim 1, characterized in that, The three-light pod module includes a visible light emitter, an infrared light emitter, and a laser emitter. The three-light pod module also integrates a visual sensing system, a radar or infrared sensing system, a wind sensor, and a horizontal displacement sensor.

5. The adaptive vector-adjustable recovery embedded aircraft arresting system according to claim 1, characterized in that, A lifting module is connected to each apex of the main rope of the barrier net, and each lifting module independently adjusts the lifting height of the corresponding apex of the main rope of the barrier net.

6. The adaptive vector-adjustable recovery embedded aircraft arresting system according to claim 1, characterized in that, The lifting module includes multiple lifting sections, which are connected sequentially.

7. An adaptive vector-adjustable recovery method for embedded aircraft arresting, employing the vector-adjustable recovery method for embedded aircraft arresting as described in any one of claims 1 to 6, characterized in that, Includes the following steps: S1. When the aircraft enters the capture range, the main control unit receives the landing signal of the aircraft and tracks the azimuth information of the aircraft through the three-light pod module. When the structure of the aircraft is detected, the main control unit controls the lifting module to lift the arresting net module out of the arresting platform. S2. The system detects whether the platform meets the conditions for aircraft landing through a visual sensing system, radar, or infrared sensing system, and sends the detection signal to the main control unit. If the conditions for landing are not met, the main control unit sends feedback to the aircraft and stops the landing; if the conditions for landing are met, the main control unit notifies the aircraft to perform an approach landing. S3. The monitoring unit on the arresting net slider detects and captures the landing angle of the aircraft and the relationship between the number and angle of the landing gears under the aircraft fuselage. By controlling the positional relationship between multiple arresting net sliders, the spacing of the arresting net grid is adjusted. By controlling the lifting height of each lifting module, the omnidirectional angle of the arresting net is adjusted as a whole to completely fit the angle of the bottom of the aircraft fuselage and to fix each landing gear in a snap-fit ​​manner. S4. After the aircraft has landed completely on the arresting net, the lifting module adjusts the arresting net to be level with the arresting platform and then smoothly places the aircraft's landing gear on the arresting platform. S5. After the arresting net slider has been moved to the correct position and the aircraft fuselage has been adjusted, release the main arresting net rope and the auxiliary arresting net rope to allow the aircraft to be fully released.

8. The embedded aircraft arresting method with adaptive vector adjustment recovery according to claim 7, characterized in that, In step S3, controlling the lifting height of each lifting module to adjust the omnidirectional angle of the arresting net, three environmental severity levels (low, medium, and high) are preset based on the wind speed during aircraft landing and the sway amplitude of the arresting platform, including the following scenarios: a1. When the landing environment is of low severity, the control lifting module drives the arresting net module to be horizontally lifted onto the arresting platform, and the height attitude of the lifting module is low. a2. When the landing environment is moderately severe, the control lifting module drives the arresting net module to be horizontally lifted onto the arresting platform, and the height attitude of the lifting module is high. a3. When the landing environment is highly adverse, the control module adjusts the arresting net to a fitting angle consistent with the orientation information below the main fuselage of the aircraft by performing adaptive vector adjustment based on the three-light pod module and monitoring unit.

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