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

Abstract

The present application discloses an aircraft landing control method, system and vertical take-off and landing aircraft, which relates to the field of aircraft technology. The method includes: determining the current flight stage of the aircraft; generating a planned flight trajectory based on the current flight stage of the aircraft and the pre-selected landing area; generating a recommended control instruction for the aircraft to switch from the original planned flight trajectory to the planned flight trajectory; obtaining a control instruction based on the recommended control instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction. This solution can improve the landing safety and accuracy of the aircraft in the complex environment of low altitude in the city. And for different flight stages, a targeted landing strategy is proposed to ensure flight safety.

Description

Technical Field

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

[0002] Electric Vertical Takeoff and Land (eVTOL) is a revolutionary flying tool that uses electric vertical takeoff and landing technology. It has the advantages of vertical takeoff and landing, zero emissions, and low noise. With the maturity of vertical takeoff and landing aircraft technology, its application in urban air traffic, emergency rescue and other fields has gradually increased. At present, traditional aircraft landing methods are usually achieved through advanced navigation, communication and surveillance technologies. These technical means have not yet completely solved the complex environment faced by vertical takeoff and landing aircraft in complex urban airspace traffic and the landing safety issues when responding to emergencies.

[0003] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0004] The main purpose of this application is to provide an aircraft landing control method, system and vertical take-off and landing aircraft, aiming to solve the technical problem of how to improve the landing safety and accuracy of vertical take-off and landing aircraft in complex urban airspace traffic.

[0005] To achieve the above objectives, the present application proposes an aircraft landing control method, which is applied to a tilt-rotor vertical take-off and landing aircraft, and comprises:

[0006] Determine the current flight phase of the aircraft;

[0007] Generate a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area;

[0008] generating a suggested control instruction for the aircraft to switch from an originally planned flight trajectory to the planned flight trajectory;

[0009] Based on the suggested manipulation instruction, a manipulation instruction is obtained, and based on the manipulation instruction, the aircraft is controlled to fly according to the planned flight trajectory.

[0010] In one embodiment, before generating the planned flight trajectory based on the current flight phase of the aircraft and the pre-selected landing area, the method further includes:

[0011] Receive the landing area pre-selected by the pilot through human-computer interaction; or

[0012] The landing area of ​​the aircraft is selected through the flight control system to obtain a pre-selected landing area.

[0013] In one embodiment, the acquiring of a control instruction based on the suggested maneuvering instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction, further includes:

[0014] Presenting the recommended control instructions to the pilot through human-computer interaction;

[0015] Receive a control instruction input by the pilot based on the suggested control instruction, or obtain a control instruction based on the suggested control instruction through the flight control system.

[0016] In one embodiment, the flight phase includes a vertical take-off phase, and generating a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area includes:

[0017] Based on the current vertical take-off stage of the aircraft and the pre-selected landing area, a planned vertical landing trajectory of the aircraft from the current vertical landing to the take-off position and a planned landing area are generated.

[0018] In one embodiment, the recommended maneuvering instruction includes a recommended descent rate, the control instruction includes a recommended adjustment instruction, and obtaining a maneuvering instruction based on the recommended maneuvering instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction, includes:

[0019] calculating an actuator control amount based on the recommended descent rate;

[0020] Calculate the predicted vertical landing trajectory and the predicted landing area based on the actuator control quantity and the current state quantity of the aircraft;

[0021] Detecting a deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory, and / or a deviation between the predicted landing area and the planned landing area;

[0022] If the deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory, and / or the deviation between the predicted landing area and the planned landing area is greater than a preset threshold, generating a suggested adjustment instruction;

[0023] The flight of the aircraft is adjusted based on the suggested adjustment instruction until the deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory is less than a preset threshold, and / or the deviation between the predicted landing area and the planned landing area is less than the preset threshold.

[0024] In one embodiment, the flight phase includes a forward tilt phase and a backward tilt phase, and the generating of the planned flight trajectory based on the current flight phase of the aircraft and the pre-selected landing area includes:

[0025] Based on the current forward tilt phase / backward tilt phase of the aircraft and the pre-selected landing area, the corresponding planned tilt transition flight trajectory, planned landing start position, planned vertical landing trajectory and planned landing area of ​​the aircraft are generated.

[0026] In one embodiment, the recommended manipulation instruction includes a recommended deceleration, the control instruction includes a recommended adjustment instruction, and obtaining a control instruction based on the recommended manipulation instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction includes:

[0027] Calculating a corresponding actuator control amount based at least on the recommended deceleration;

[0028] According to the control amount of the actuator and the current state amount of the aircraft, the starting landing position is predicted by the tilt corridor;

[0029] Detect the deviation between the predicted landing start position and the planned landing start position;

[0030] If the deviation between the predicted landing start position and the planned landing start position is greater than a preset threshold, generating a suggested adjustment instruction;

[0031] Adjusting the flight of the aircraft based on the suggested adjustment instruction until the deviation between the predicted landing start position and the planned landing start position is less than the preset threshold;

[0032] Control the aircraft to land vertically to the planned landing area.

[0033] In one embodiment, the flight phase includes a forward tilt phase and a backward tilt phase. Before generating a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area, it also includes: controlling the tilt-rotor of the aircraft to force a backward tilt.

[0034] In one embodiment, the flight phase includes a cruising phase, and generating a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area includes:

[0035] Based on the current flight stage of the aircraft and the pre-selected landing area, the planned cruise flight trajectory, the planned backward bank transition trajectory, the planned landing start position, the planned vertical landing trajectory and the planned landing area of ​​the aircraft are generated; the planned flight trajectory also includes the planned key switching position between the planned final approach fix point FAF circle and the planned glide path lowering stage trajectory, and the planned key switching position between the planned glide path lowering stage and the planned backward bank transition trajectory.

[0036] In one embodiment, the recommended control instruction includes a first recommended control instruction, the first recommended control instruction includes a recommended speed roll angle of the aircraft when entering the FAF circle, and the planned key switching position includes a first planned key switching position, the first planned key switching position is the position where the original planned flight trajectory enters the final approach fix point FAF circle;

[0037] The recommended control instruction also includes a second recommended control instruction, the second recommended control instruction includes a recommended track angle when the aircraft cuts out of the final approach fix point FAF circle, and the planned key switching position includes a second planned key switching position, and the second planned key switching position is a position where the aircraft switches from the FAF circle to the glide path;

[0038] The recommended maneuvering instruction also includes a third recommended maneuvering instruction, and the third recommended maneuvering instruction includes a recommended deceleration for the aircraft to start a backward tilt, and the planned key switching position includes planning a key position for starting the backward tilt.

[0039] In one embodiment, acquiring a control instruction based on the suggested maneuvering instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction, includes:

[0040] Acquire a control instruction based on the first suggested maneuvering instruction, and control the aircraft to cut into the FAF circle at the first planned key switching position based on the control instruction;

[0041] Acquire a second predicted key switching position, and detect a deviation between the second predicted key switching position and the second planned key switching position;

[0042] If the deviation between the second predicted key switching position and the second planned key switching position is greater than a preset threshold, generating a suggested adjustment instruction;

[0043] Adjusting the flight of the aircraft based on the suggested adjustment instruction until the deviation between the second predicted key switching position and the second planned key switching position is less than a preset threshold, and controlling the aircraft to cut out the FAF circle at the second planned key switching position based on the second suggested control instruction, and entering a glide path with a decreasing altitude;

[0044] Acquire a predicted key position for starting the backward tilting, and detect a deviation between the predicted key position for starting the backward tilting and the planned key position for starting the backward tilting;

[0045] If the deviation between the predicted key position for starting the backward tilting and the planned key position for starting the backward tilting is greater than a preset threshold, a suggested adjustment instruction is generated;

[0046] Adjusting the flight of the aircraft based on the recommended adjustment instruction until the deviation between the predicted key position for starting the backward tilt and the planned key position for starting the backward tilt is less than a preset threshold; controlling the aircraft to fly at a reduced altitude in the glide path until the aircraft enters the planned key switching position of the backward tilt transition phase, and controlling the aircraft to tilt backward at the planned key position for starting the backward tilt based on the recommended deceleration instruction;

[0047] After the aircraft is controlled to tilt backward, it reaches the planned landing start position and lands vertically to the planned landing area according to the planned vertical trajectory.

[0048] In one embodiment, adjusting the flight of the aircraft based on the recommended adjustment instruction includes:

[0049] Presenting the recommended adjustment instructions to the pilot through human-computer interaction;

[0050] Receive the adjustment instruction input by the pilot based on the suggested adjustment instruction, or obtain the adjustment instruction based on the suggested control instruction through the flight control system.

[0051] In addition, to achieve the above-mentioned purpose, the present application also proposes an aircraft landing control system, the system comprising a flight control system, the flight control system comprising:

[0052] The flight phase management module is used to determine the current flight phase of the aircraft;

[0053] A trajectory planning module, used to generate a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area;

[0054] An instruction calculation module, used for generating a suggested control instruction for the aircraft to switch from the originally planned flight trajectory to the planned flight trajectory;

[0055] The control module is used to obtain a control instruction based on the suggested maneuvering instruction, and control the aircraft to fly according to the planned flight trajectory based on the control instruction.

[0056] In addition, to achieve the above-mentioned objectives, the present application also proposes a vertical take-off and landing aircraft, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the aircraft landing control method as described above.

[0057] The embodiment of the present application proposes an aircraft landing control method, system and vertical take-off and landing aircraft, specifically determining the current flight stage of the aircraft; generating a planned flight trajectory based on the current flight stage of the aircraft and the pre-selected landing area; generating a recommended control instruction for the aircraft to switch from the original planned flight trajectory to the planned flight trajectory; based on the recommended control instruction, obtaining a control instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction. This solution can better adapt to various complex environments and emergencies, and proposes targeted landing strategies based on the characteristics of different stages in the aircraft landing process, thereby improving the safety and accuracy of aircraft landing. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0059] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0060] Figure 1 A schematic diagram of a flow chart provided for the first embodiment of the aircraft landing control method of the present application;

[0061] Figure 2 This is a profile diagram of the aircraft autonomously flying along the original planned trajectory when no emergency occurs, as provided in Example 1 of the present application;

[0062] Figure 3 A block diagram of a man-in-the-loop landing control provided in Embodiment 1 of the present application;

[0063] Figure 4 A schematic diagram of a manned landing in a loop during the vertical takeoff phase of an aircraft provided in Example 1 of the present application;

[0064] Figure 5 A schematic diagram of a manned landing in a loop during the forward tilt phase of an aircraft provided in Example 1 of the present application;

[0065] Figure 6 A schematic diagram of a manned landing in a loop during the backward tilt phase of an aircraft provided in Example 1 of the present application;

[0066] Figure 7 A schematic diagram of a manned landing in a loop during the cruising phase of an aircraft provided in Example 1 of the present application;

[0067] Figure 8 This is a schematic diagram of the module structure of the aircraft landing control system according to an embodiment of the present application.

[0068] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0069] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0070] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0071] The main solutions of the embodiments of the present application are: determining the current flight stage of the aircraft; generating a planned flight trajectory based on the current flight stage of the aircraft and the pre-selected landing area; generating recommended control instructions for the aircraft to switch from the original planned flight trajectory to the planned flight trajectory; based on the recommended control instructions, obtaining control instructions, and controlling the aircraft to fly according to the planned flight trajectory based on the control instructions.

[0072] At present, the safety and reliability of vertical take-off and landing aircraft during landing are basically achieved through advanced navigation, communication and monitoring technologies. However, these technical means have not yet completely solved the problems of how vertical take-off and landing aircraft can propose targeted landing strategies and improve landing safety in complex urban airspace traffic based on the characteristics of different stages of the landing process.

[0073] The solution provided in this application can enable operators to perform manual intervention or decision-making according to actual conditions through human-computer interaction; at the same time, the flight control system can also realize the automatic processing of the aircraft. This dual operation mode enables the aircraft to better adapt to various complex environments and emergencies, enhances adaptability and reliability, and at the same time improves the decision-making ability and sense of participation of operators. According to the characteristics of different stages of the tilt-rotor aircraft landing process, targeted landing strategies are proposed to ensure the safety of the aircraft landing.

[0074] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication and program running functions, such as a portable computer, a flight control computer, an avionics computer, a server and an embedded computing device, or a flight control system that can realize the above functions. For certain specific requirements of the aircraft during the landing process, the execution subject can also be a high-performance data processing device or industrial control equipment to ensure that all functions and requirements of this application can be supported. The following takes the flight control system as an example to illustrate this embodiment and the following embodiments.

[0075] Based on this, an embodiment of the present application provides an aircraft control method. It should be noted that this embodiment is mainly used in electric Vertical Takeoff and Land (eVTOL) aircraft, which refers to an aircraft that has both vertical take-off and landing and efficient cruising capabilities. The tilt-rotor vertical take-off and landing aircraft, hereinafter referred to as the aircraft, has a tilt-rotor assembly that can be tilted between a vertical take-off and landing position (for example, a vertical position with a tilt angle of 90 degrees) and a cruising position (for example, a horizontal position with a tilt angle of 0 degrees). It has the advantages of both fixed-wing aircraft and rotary-wing aircraft, and has the ability to take off and land vertically, hover in the air, and cruise at high speed. Reference Figure 1 , Figure 1 This is a flow chart of the first embodiment of the aircraft control method of the present application.

[0076] In this embodiment, the aircraft landing control method includes steps S10 to S40:

[0077] Step S10, determining the current flight phase of the aircraft;

[0078] It should be noted that the current flight phase of the aircraft includes but is not limited to the vertical take-off phase, the forward tilt phase, the backward tilt phase, the cruise phase and the vertical landing phase.

[0079] The vertical takeoff phase is when the aircraft uses its lift and / or thrust components to generate enough lift to overcome gravity and achieve direct vertical lift from a stationary state on the ground;

[0080] The forward tilt phase refers to the process of the aircraft switching from vertical take-off and landing flight to cruise flight. During this process, the aircraft's thrust assembly gradually tilts forward, while increasing forward thrust, causing the aircraft to begin to accelerate and enter a cruise flight state;

[0081] The backward tilt phase refers to the process of the aircraft switching from cruise flight to vertical take-off and landing flight. When the aircraft is ready to land, the tilt-rotor thrust assembly will gradually tilt backward from the cruise position, reduce the forward speed, and finally transition to the vertical take-off and landing position to prepare for a safe landing;

[0082] The cruise phase refers to the stable flight phase in the cruise flight mode after the aircraft completes the forward tilt. In this phase, the aircraft mainly relies on the lift generated by the fixed wings to maintain the flight altitude, while using the thrust assembly to provide forward power, including but not limited to the climbing, descending and level flight phases.

[0083] Please refer to Figure 2 , exemplary, Figure 2It is a cross-sectional diagram of the entire flight process of the aircraft. During the entire flight process of the aircraft, the entire flight profile node is greater than or equal to 8, and the flight stage is greater than or equal to 7. Among them, the flight profile node at least includes the take-off point, the hovering conversion point, the forward tilt completion point, the level flight entry point, the level flight exit point, the backward tilt start point, the start landing position and the landing point, etc. The flight stage at least includes vertical take-off, forward tilt, climb, level flight, altitude reduction, backward tilt and vertical landing, etc.

[0084] For example, the flight profile nodes are shown in Table 1:

[0085] Table 1

[0086]

[0087] Depend on Figure 2 As can be seen from Table 1, when the aircraft is at the take-off point, it means that the aircraft is ready for ground take-off at the ground take-off point and checks the aircraft's own status and the environmental status;

[0088] When the aircraft is at the hover transition point, it means that the aircraft reaches the H1m altitude and maintains a fixed-altitude hovering state at the hover transition point, waiting to adjust its own state before the tilt rotor begins to tilt forward;

[0089] When the aircraft is at the forward tilt completion point, it means that the aircraft's tilt rotor has reached the forward tilt completion point after tilting to the cruise position (e.g. 0 degrees). At this time, the aircraft reaches the cruise speed and adjusts the climb slope or climb rate to prepare for climbing;

[0090] When the aircraft is at the level flight entry point, it means that after the aircraft reaches the H3m altitude, the aircraft attitude is adjusted to prepare for level flight cruise;

[0091] When the aircraft is at the level flight exit point, it means that after completing the level flight cruise, the aircraft adjusts the descent slope or descent rate to gradually descend from the cruising altitude in preparation for the backward bank turn;

[0092] When the aircraft is at the start point of backward tilt, it means that after the aircraft has dropped to H2m, it adjusts itself and starts to tilt backward;

[0093] When the aircraft is in the landing position, it means that the aircraft's tilt rotor has tilted to the vertical take-off and landing position (for example, 90 degrees), and the speed is reduced to 0. The flight control system or the pilot determines the tilting stage and prepares for vertical landing flight control;

[0094] When the aircraft is at the landing point, it means that the aircraft reaches the ground landing point at the minimum touchdown speed.

[0095] Specifically, the flight profile phases are shown in Table 2:

[0096] Table 2

[0097]

[0098] Depend on Figure 2 As shown in Table 2, when the aircraft is in , indicating that the aircraft is in the vertical take-off stage. In this vertical take-off stage, the aircraft's tilt rotor is in the vertical take-off and landing position (for example, the tilt angle of the tilt rotor is 90°), and the aircraft vertically climbs from the take-off point 01 to the hovering transition point 02. In this stage, the aircraft uses the maximum value Vzmax as the climb rate and climbs to a height of H1m.

[0099] When the aircraft is in , indicating that the aircraft is in the forward tilt stage. In this forward tilt stage, after the aircraft reaches the designated hovering transition point 02, the aircraft attitude and heading are adjusted. The pilot or the flight control system tilts forward with one key. In this stage, the aircraft accelerates by reducing the rotor tilt angle until the tilt rotor is in the cruise position (for example, the tilt angle is 0°), and finally reaches the cruise speed Vcruise. The horizontal distance does not exceed X1m, and the altitude climbs from H1m to H2m.

[0100] When the aircraft is in , it indicates that the aircraft is in the climbing stage. In this climbing stage, after the aircraft reaches the forward tilt completion point 03, the aircraft reaches the cruising speed and reaches the aircraft level flight entry point 04 within the specified time at a fixed climbing slope angle or climb rate. In this stage, the aircraft maintains the cruising speed Vcruise and climbs from H2m to H3m in altitude.

[0101] When the aircraft is in When the aircraft is in the level flight stage, it means that the aircraft is in the level flight stage. In this level flight stage, the aircraft reaches the level flight exit point 05 at the cruising speed within the specified time. In this stage, the aircraft altitude is maintained at H3m to complete the level flight.

[0102] When the aircraft is in , it indicates that the aircraft is in the descending stage. In this descending stage, after the aircraft reaches the level flight exit point 05, it reaches the backward tilt point 06 at a fixed descending slope angle or descent rate at a specified time. In this stage, the aircraft descends from H3m to H2m at the cruising speed Vcruise.

[0103] When the aircraft is in , indicating that the aircraft is in the backward tilt stage. In this backward tilt stage, after the aircraft reaches the backward tilt point 06, the pilot or the flight control system tilts backward with one key. In this stage, the aircraft tilts the rotor from the cruise position to the vertical take-off and landing position, and decelerates by increasing the rotor tilt angle, eventually reaching 0m / s, the horizontal distance does not exceed X2m, and the height decreases from H2m to H1m;

[0104] When the aircraft is in When the aircraft is in the vertical landing stage, the aircraft's tilt-rotor is in the vertical take-off and landing position, and it vertically descends from the landing start position 07 to the touchdown point 08. During this stage, the aircraft descends to an altitude of 0m with a maximum descent rate of Vzmax, and the touchdown speed is less than Vzmin.

[0105] Step S20, generating a planned flight trajectory based on the current flight phase of the aircraft and the pre-selected landing area;

[0106] It should be noted that the planned flight trajectory includes but is not limited to the planned cruise flight trajectory, the planned backward bank transition trajectory, the planned vertical landing trajectory and the planned landing area. The planned flight trajectory is the flight trajectory automatically planned by the flight control system based on the landing area and the current flight phase when the aircraft is in an emergency situation, with the pilot manually selecting the landing area or the flight control system automatically selecting the landing area; the original planned flight trajectory is the planned flight trajectory preset by the system before the aircraft takes off.

[0107] The pre-selected landing area is the landing area selected in advance by the pilot through human-computer interaction, or the landing area of ​​the aircraft is automatically selected by the flight control system.

[0108] Optionally, when the aircraft is in an emergency situation, the aircraft automatically generates a planned flight trajectory or a vertical landing trajectory and a landing area according to the current flight phase and the landing area pre-selected manually by the pilot / automatically by the flight control system.

[0109] For example, if an emergency occurs during a vertical takeoff and the aircraft needs to make an emergency landing, the flight control system automatically plans a planned flight trajectory and a planned landing area for the aircraft to return from the current vertical landing position to the takeoff position according to the current stage. The planned flight trajectory ensures that the aircraft can return to the ground safely and smoothly, and the planned landing area is usually the takeoff point.

[0110] If an emergency occurs during the forward tilt of the aircraft and an emergency landing is required, the flight control system will automatically select the landing area or the pilot will manually select the landing area. The flight control system will automatically generate the aircraft's planned tilt transition flight trajectory, planned landing start position, planned vertical landing trajectory, and planned landing area based on the current stage and the selected landing area. At this stage, since the aircraft is changing its flight attitude, the selection of the planned landing start position should take into account the position where the aircraft can land smoothly after completing the attitude adjustment.

[0111] If an emergency situation occurs during the backward tilt of the aircraft and an emergency landing is required, the flight control system will automatically select the landing area or the pilot will manually select the landing area. The flight control system will automatically generate the planned tilt transition flight trajectory, planned landing start position, planned vertical landing trajectory and planned landing area according to the current stage and the selected landing area. Similar to the forward tilt stage, the aircraft is preparing to turn to vertical landing from the planned landing start position.

[0112] If an emergency situation occurs during the aircraft's cruise flight and an emergency landing is required, the flight control system will automatically select the landing area, or the flight crew will manually select the landing area. Based on the current flight phase and the selected landing area, the flight control system will automatically generate the aircraft's planned cruise flight trajectory, planned backward bank transition trajectory, planned landing start position, planned vertical landing trajectory, and planned landing area. The planned flight trajectory includes the planned FAF (Final Approach Fix) circle and the planned glide path height reduction phase trajectory; the planned cruise flight trajectory also includes the planned key switching position between the planned FAF (Final Approach Fix) circle and the planned glide path height reduction phase trajectory, and the planned key switching position between the planned glide path height reduction phase trajectory and the planned backward bank transition phase trajectory.

[0113] Step S30, generating a suggested control instruction for the aircraft to switch from the originally planned flight trajectory to the planned flight trajectory;

[0114] It should be noted that, in this embodiment, the recommended maneuvering instructions include but are not limited to a recommended descent rate, a recommended deceleration, a recommended speed roll angle, a recommended track angle, etc.

[0115] Among them, the descent rate is the height that the aircraft descends per unit time; the deceleration refers to the rate at which the flight speed decreases; the speed roll angle refers to the angle at which the aircraft tilts around its flight speed direction; and the track angle is the angle between the actual flight path of the aircraft and the ground reference line (usually the centerline of the runway).

[0116] Specifically, after step S20, the flight control system automatically or the pilot manually selects the landing area, and the flight control system automatically generates a planned flight trajectory, the aircraft provides the pilot with corresponding suggested control instructions through human-computer interaction (such as visual or voice form).

[0117] For example, if the aircraft is in the vertical take-off phase, the descent rate required for the aircraft to move from the current position to the take-off point within a safe time is generated and provided to the pilot through human-computer interaction.

[0118] If the aircraft is currently in the forward / backward tilt phase, it switches to forced tilt, generates the recommended deceleration required by the aircraft, and provides the recommended deceleration to the pilot through human-computer interaction. After the aircraft completes the backward tilt and reaches the landing position, the pilot is provided with the required descent rate for the aircraft to land.

[0119] If the current flight phase of the aircraft is the cruise phase, first, generate the recommended speed roll angle required for the aircraft to cut into the FAF circle at the first planned key switching position, and provide the recommended speed roll angle to the pilot through human-computer interaction. Next, generate the recommended track angle required for the aircraft to cut out of the FAF circle at the second planned key switching position, and provide the recommended track angle to the pilot through human-computer interaction. Then, generate the recommended deceleration required for the aircraft at the planned backward bank start position, and provide the recommended deceleration to the pilot through human-computer interaction. Finally, generate the descent rate required for the aircraft to land at the planned start landing position, and provide the recommended deceleration to the pilot through human-computer interaction.

[0120] Step S40: acquiring a control instruction based on the suggested maneuvering instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction.

[0121] Please refer to Figure 3 , Figure 3 This is a landing control block diagram with a human in the loop. Specifically, when the pilot receives the recommended control instructions through the human-computer interaction interface, he can manually control the aircraft according to these suggestions, or choose to let the flight control system execute automatically. Whether in manual or automatic mode, the pilot or the flight control system will send corresponding control instructions to the aircraft. After the aircraft receives these control instructions, it will combine the current state parameters (such as speed, position, attitude angle and attitude angular rate, etc.) and calculate the required actuator control quantity through the built-in control law module. These control quantities will be used to adjust various components of the aircraft, such as lift / thrust components, rudder position, tilt mechanism, etc., to ensure that the aircraft can fly stably according to the planned flight trajectory.

[0122] In addition, the flight control system also has a trajectory prediction function, which can take into account the impact of the atmospheric environment on the control of the aircraft. By real-time monitoring and analysis of atmospheric conditions such as wind speed, temperature, and humidity, the system can more accurately calculate trajectory prediction information to adapt to the complex and changing atmospheric environment. Based on the calculated actuator control quantity, the system can predict the flight trajectory of the aircraft for a period of time in the future. If there is a deviation between the predicted trajectory and the planned trajectory, the flight control system will generate recommended adjustment instructions and provide them to the pilot through the human-computer interaction interface. The pilot can manually adjust the position of the joystick according to these recommended adjustment instructions, or choose to let the flight control system automatically adjust until the deviation between the predicted trajectory and the planned trajectory is less than the preset threshold, thereby ensuring the safety and successful completion of the flight mission.

[0123] For example, when the current flight phase of the aircraft is the vertical take-off phase, first, the pilot inputs the corresponding control instructions to the aircraft according to the recommended descent rate and calculates the actuator control quantity (motor speed, rudder deflection angle, tilt angle). Alternatively, the flight control system directly calculates the corresponding actuator control quantity according to the descent rate to control the aircraft to land vertically. Since the aircraft is close to the ground during the descent process and the aircraft in multi-rotor mode is susceptible to environmental interference, the pilot adjusts his own position at the same time.

[0124] Then, the aircraft calculates the predicted vertical landing trajectory and predicted landing area of ​​the aircraft in real time based on the actuator control quantity and the current state quantity of the aircraft (position, attitude, descent rate, vertical acceleration) through the aircraft physical model combined with environmental information.

[0125] Subsequently, the deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory, and / or the deviation between the predicted landing area and the planned landing area is calculated. Before detecting the deviation between the two, a threshold value needs to be determined in advance to determine whether the deviation is within an acceptable range. If it is detected that the deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory exceeds the preset threshold, a corresponding recommended adjustment instruction is generated. If it is detected that the deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory exceeds the preset threshold, a corresponding recommended adjustment instruction is also generated.

[0126] Finally, the generated recommended adjustment instructions are provided to the pilot through the human-computer interaction interface, or directly sent to the flight control system for execution. According to the generated adjustment instructions, the pilot or the flight control system adjusts the aircraft's attitude, position and other parameters. During the adjustment process, continue to monitor the deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory, as well as the deviation between the predicted landing area and the planned landing area. If the deviation is already less than the preset threshold, the aircraft can continue to fly along the planned path. If the deviation still exceeds the threshold, continue to generate new adjustment instructions and execute adjustments until the deviation meets the requirements.

[0127] Through the above steps, it can be ensured that the aircraft always lands safely and accurately along the planned trajectory and landing area during the vertical landing process.

[0128] For example, when the current flight phase of the aircraft is the forward tilt phase or the backward tilt phase, first, the pilot inputs the corresponding control instructions to the aircraft according to the recommended deceleration and calculates the actuator control quantity (motor speed, rudder deflection angle, tilt angle). Alternatively, the flight control system directly calculates the corresponding actuator control quantity according to the recommended deceleration to control the aircraft to complete the backward tilt of the tilt rotor.

[0129] Then, based on the current state of the aircraft (position, speed, attitude angle, attitude angular rate) and the control amount of the actuator, the tilt corridor is used to deduce the predicted landing position of the aircraft when the tilt rotor is tilted backward. Among them, the tilt corridor refers to the relationship envelope between the aircraft speed and the tilt angle and other parameters, and a series of specific flight parameter restrictions are followed to ensure safety and efficiency. Flight parameter restrictions usually include a combination of key parameters such as airspeed, tilt angle, angle of attack, etc., which define a safe range that allows the aircraft to perform tilt operations.

[0130] Subsequently, the predicted start landing position is compared with the pre-planned start landing position. If the deviation between the two is greater than the preset threshold, a recommended adjustment instruction is generated, and the generated recommended adjustment instruction is provided to the pilot through the human-computer interaction interface, or directly sent to the flight control system for execution. According to the generated adjustment instruction, the pilot or the flight control system adjusts the speed or tilt angle of the aircraft, and executes the above process again until the deviation between the predicted start landing position and the planned start landing position meets the requirements. At this point, the aircraft can be controlled to land vertically to the planned landing area in the manner of the above-mentioned vertical take-off and landing stage.

[0131] For example, when the aircraft is in the cruise phase, due to unexpected circumstances such as weather changes, the original flight route may no longer be applicable or need to be adjusted. Therefore, the pilot needs to control the aircraft to enter the flight trajectory of the FAF (Final Approach Fix) circle, and by cutting in and out of the FAF circle, the aircraft can land smoothly from the cruise flight to the landing area re-selected by the flight control system to ensure that the aircraft completes the transition from cruise to landing safely and efficiently.

[0132] In addition, it should be noted that the FAF (Final Approach Fix) circle is a circular area around the FAF point, and the aircraft needs to complete the transition from cruise or enroute flight mode to final approach mode within this area.

[0133] Specifically, first, the aircraft maintains the cruising speed to cut into the FAF circle, and the pilot inputs the corresponding control instructions to the aircraft according to the recommended speed roll angle, and calculates the actuator control quantity (motor speed, rudder deflection angle, and tilt angle). Alternatively, the flight control system directly calculates the corresponding actuator control quantity according to the speed roll angle, controls the aircraft to cut into the FAF circle at the first planned key switching position, and begins to prepare to enter the final approach phase.

[0134] Then, based on the current aircraft state and the actuator control amount, the predicted key switching position when the aircraft cuts out the FAF circle is predicted. The predicted key switching position is compared with the second planned key switching position, and the deviation is calculated. If the deviation between the predicted key switching position and the second planned key switching position is greater than a preset threshold, a recommended adjustment instruction is generated. The generated recommended adjustment instruction is provided to the pilot through the human-computer interaction interface, or directly sent to the flight control system for execution. According to the generated adjustment instruction, the pilot or the flight control system adjusts the position and attitude of the aircraft, and executes the above process again until the deviation between the predicted key switching position and the planned key switching position is less than the preset threshold. At this time, the recommended track angle instruction is provided to the pilot through the human-computer interaction interface, or directly sent to the flight control system to control the aircraft to cut out the FAF circle at the second planned key switching position and enter the glide path height reduction stage. Among them, the glide path height reduction stage refers to the process in which the aircraft gradually reduces its altitude along the predetermined glide path during the approach process, starting from cutting out the FAF circle, until it reaches the height of the starting backward tilt point.

[0135] Subsequently, based on the current aircraft state and the actuator control amount, the predicted backward tilt start key position of the aircraft in the glide slope descending stage is predicted. The predicted backward tilt start key position of the aircraft in the glide slope descending stage is compared with the planned backward tilt start key position of the aircraft in the glide slope descending stage, and the deviation is calculated. If the deviation is greater than the preset threshold, a recommended adjustment instruction is generated. The generated recommended adjustment instruction is provided to the pilot through the human-computer interaction interface, or directly sent to the flight control system for execution. According to the generated adjustment instruction, the pilot or the flight control system adjusts the position and attitude of the aircraft, and the above process is performed again until the deviation is less than the preset threshold. At this time, the recommended deceleration instruction is provided to the pilot through the human-computer interaction interface, or directly sent to the flight control system to control the aircraft to control the aircraft's tilt rotor backward tilt at the planned backward tilt start position, and enter the backward tilt transition stage. Subsequently, the aircraft's tilt rotor can be controlled to tilt backward and reach the planned start landing point in the manner of the above-mentioned forward tilt stage or backward tilt stage, and then the aircraft can be controlled to land vertically to the planned landing area in the manner of the above-mentioned vertical take-off stage.

[0136] Through the above-mentioned embodiment method, the current flight stage of the aircraft is determined; based on the current flight stage of the aircraft and the pre-selected landing area, a planned flight trajectory is generated; a recommended control instruction for the aircraft to switch from the original planned flight trajectory to the planned flight trajectory is generated; based on the recommended control instruction, a control instruction is obtained, and based on the control instruction, the aircraft is controlled to fly according to the planned flight trajectory. This solution integrates human decision-making into aircraft landing control through real-time human-computer interaction, which can better adapt to various complex environments and emergencies, and improve the safety and accuracy of aircraft landing. At the same time, targeted landing strategies are proposed based on the characteristics of different stages in the aircraft landing process, and through trajectory prediction technology, the impact of the atmospheric environment on aircraft control is considered, and the flight trajectory of the aircraft can be accurately predicted to ensure flight safety and efficiency.

[0137] In order to better understand the method of the first embodiment above, a detailed description is given below through a specific example.

[0138] For example, please refer to Figure 4 , Figure 4 A schematic diagram of man-in-the-loop landing during the vertical take-off phase of an aircraft landing control method is provided.

[0139] exist Figure 4 In the figure, the gray dotted line is the planned flight trajectory preset before the aircraft takes off; the red solid line is the landing trajectory planned by the flight control system after an emergency occurs during autonomous flight; the red area is the planned landing area, which coincides with the landing mark; the green solid line is the landing trajectory of the aircraft predicted in real time based on the current status, and the predicted landing area is the green area.

[0140] When an abnormal situation occurs during the vertical takeoff phase of the aircraft, the flight control system automatically or the pilot manually selects the landing area and automatically generates a planned vertical landing trajectory and a planned landing area. The planned vertical landing trajectory and planned landing area are provided to the pilot through human-computer interaction, and a descent rate is given. The pilot or the flight control system controls the vertical landing of the aircraft according to the descent rate.

[0141] During the descent process, since the aircraft is close to the ground and the aircraft in multi-rotor mode is susceptible to environmental interference, the pilot or the flight control system needs to adjust its position at the same time. The flight control system calculates the predicted vertical landing trajectory and predicted landing area of ​​the aircraft in real time based on the current state quantity of the aircraft and the control quantity of the actuator, through the aircraft physical model combined with environmental information. The pilot obtains the deviation between the planned vertical landing trajectory and the predicted vertical landing trajectory, or the deviation between the predicted landing area and the planned landing area through the visual or voice information provided by human-computer interaction, or the flight control system generates a recommended adjustment instruction autonomously based on the deviation between the planned vertical landing trajectory and the predicted vertical landing trajectory, or the deviation between the predicted landing area and the predicted landing area, and inputs the adjustment instruction according to the recommended adjustment instruction to control the flight of the aircraft until the planned vertical landing trajectory and the predicted vertical landing trajectory coincide, or the predicted landing area coincides with the planned landing area.

[0142] Through the above-mentioned embodiment method, by integrating human decision-making into the landing control of the aircraft, the landing safety and accuracy of the aircraft during the vertical take-off phase are improved. And through real-time human-computer interaction, the pilot can more intuitively understand the status of the aircraft and the basis for decision-making, which enhances the operability of the system.

[0143] For example, please refer to Figure 5 , Figure 5 A schematic diagram of man-in-the-loop landing during the forward tilt phase of an aircraft landing control method is provided.

[0144] exist Figure 5 In the figure, the gray solid line is the trajectory flown by the aircraft, and the gray dotted line is the planned flight trajectory preset before the aircraft takes off; the red solid line is the track planned by the flight control system after an emergency occurs during autonomous flight; the solid dots are the positions when the planned backward tilt is completed; the planned landing area is the red area; the green curve is the flight trajectory predicted in real time based on the current state, and the hollow dots are the predicted positions when the backward tilt is completed.

[0145] When an abnormal situation occurs during the forward tilt phase of the aircraft, the flight control system automatically or the pilot manually selects the landing area and switches to the forced tilt rotor back. The flight control system automatically generates a planned flight trajectory and provides the planned flight trajectory to the pilot through human-computer interaction, and gives a recommended deceleration. The pilot or flight control controls the aircraft according to the recommended deceleration to make the aircraft land vertically in the multi-rotor mode at the planned landing start position.

[0146] During the forced backward tilting process, the flight control system delivers the aircraft position information when the tilt-rotor backward tilting is completed from the tilt corridor according to the current state of the aircraft and the control quantity of the actuator, that is, the predicted landing start position. The pilot or the flight control system judges and controls based on the predicted landing start position and the planned landing start position. If the predicted landing start position P' coincides with the planned landing start position P, the pilot or the flight control system does not operate. If the predicted landing start position P' does not coincide with the planned landing start position P, the pilot or the flight control system adjusts the joystick until P' coincides with P.

[0147] When the aircraft reaches point P accurately, the pilot controls the aircraft to land vertically. The flight control system calculates the predicted vertical landing trajectory and predicted landing area of ​​the aircraft in real time based on the current state of the aircraft, through the aircraft physical model and environmental information. The pilot obtains the deviation between the vertical landing trajectory and the predicted vertical landing trajectory, or the deviation between the predicted landing area and the planned landing area through the visual or voice information provided by the human-computer interaction interface, and adjusts the joystick lever; or the flight control system generates a recommended adjustment instruction based on the deviation between the planned vertical landing trajectory and the predicted vertical landing trajectory, or the deviation between the predicted landing area and the planned landing area, and inputs the adjustment instruction according to the recommended adjustment instruction to control the flight of the aircraft until the planned vertical landing trajectory coincides with the predicted vertical landing trajectory, or the predicted landing area coincides with the planned landing area.

[0148] Through the above-mentioned embodiment method, by integrating human decision-making into the landing control of the aircraft, the landing safety and accuracy of the aircraft in the forward tilt phase are improved. And through real-time human-computer interaction, the pilot can more intuitively understand the status of the aircraft and the basis for decision-making, which enhances the operability of the system.

[0149] For example, please refer to Figure 6 , Figure 6 A schematic diagram of man-in-the-loop landing during the backward tilt phase of an aircraft landing control method is provided.

[0150] exist Figure 6 In the figure, the gray solid line is the trajectory flown by the aircraft, and the gray dotted line is the planned flight trajectory preset before the aircraft takes off; the red solid line is the trajectory planned by the flight control system after an emergency occurs during autonomous flight; the solid dots are the positions when the planned backward tilt is completed; the planned landing area is the red area; the green curve is the flight trajectory of the aircraft predicted based on the current state, and the hollow dots are the predicted positions when the backward tilt is completed.

[0151] When an abnormal situation occurs during the backward tilt phase of the aircraft, as in the forward tilt phase, the pilot manually or the flight control system automatically selects the landing area and switches to the forced tilt rotor back tilt. The flight control system automatically generates a planned flight trajectory and provides the planned flight trajectory to the pilot through visual or voice interaction, and gives a recommended deceleration. The pilot or the flight control system manipulates according to the recommended deceleration, causing the aircraft to decelerate quickly and land vertically in multi-rotor mode at the planned landing start position.

[0152] Based on the current state of the aircraft and the control quantity of the actuator, the flight control system delivers the aircraft position information when the tilt rotor is tilted backward from the tilt corridor, that is, the predicted landing start position. The pilot or the flight control system judges and controls based on the predicted landing start position and the planned landing start position. If the predicted landing start position P' coincides with the planned landing start position P, the pilot or the flight control system does not operate. If the predicted landing start position P' does not coincide with the planned landing start position P, the pilot or the flight control system adjusts the joystick until P' coincides with P.

[0153] When the aircraft reaches point P accurately, the pilot controls the aircraft to land vertically. The flight control system calculates the predicted vertical landing trajectory and predicted landing area of ​​the aircraft in real time based on the current state of the aircraft, through the aircraft physical model and environmental information. The pilot obtains the deviation between the planned vertical landing trajectory and the predicted vertical landing trajectory, or the deviation between the predicted landing area and the planned landing area through the visual or voice information provided by the human-computer interaction interface, and adjusts the joystick lever; or the flight control system generates a recommended adjustment instruction autonomously based on the deviation between the planned vertical landing trajectory and the predicted vertical landing trajectory, or the difference between the predicted landing area and the planned landing area, and inputs the adjustment instruction according to the recommended adjustment instruction to control the flight of the aircraft until the planned vertical landing trajectory coincides with the predicted vertical landing trajectory, or the predicted landing area coincides with the planned landing area.

[0154] Through the above-mentioned embodiment method, by integrating human decision-making into the landing control of the aircraft, the landing safety and accuracy of the aircraft in the backward tilt phase are improved. And through real-time human-computer interaction, the pilot can more intuitively understand the status of the aircraft and the basis for decision-making, which enhances the operability of the system.

[0155] For example, please refer to Figure 7 , Figure 7 A schematic diagram of man-in-the-loop landing during the aircraft cruise phase of an aircraft landing control method is provided, specifically:

[0156] It should be noted that in Figure 7In the figure, the gray solid line is the track flown by the aircraft, and the gray dotted line is the track planned for autonomous flight; the red solid line is the track planned in real time by the flight control system after an emergency occurs during autonomous flight; the black dotted line is the FAF circle; the blue area is the glide path; the green solid line is the flight trajectory predicted for a long period of time in the future based on the current state.

[0157] In addition, it should be noted that the planned flight trajectory also includes the planned key switching positions of the FAF circle and the glide path lowering stage, and the planned key switching positions of the glide path lowering stage and the backward tilt transition stage. Among them, the planned key switching positions of the FAF circle also include the first planned key switching positions P1 and P3, the second planned key switching positions P2 and P4, the planned key switching position P5 for the transition from the glide path lowering stage to the backward tilt stage, and the planned starting landing position P6 when the aircraft completes the backward tilt and is about to land.

[0158] When an emergency occurs during the flight of the aircraft, the flight control system determines that the flight phase of the aircraft is in the cruise phase, and the flight control system or the pilot selects a landing point. The flight control system automatically generates a planned flight trajectory based on the landing point selected by the pilot, and provides the planned flight trajectory to the pilot through human-computer interaction. The pilot controls the aircraft to cut into the FAF circle according to the planned flight trajectory and maintains the cruise speed during the FAF circle flight.

[0159] During the FAF circle flight, the system provides the pilot with the recommended speed roll angle and the first planned key switching position P1 through human-computer interaction. The pilot or flight control cuts into the FAF circle at the first planned key switching position P1 according to the recommended speed roll angle. The flight control system calculates the predicted flight trajectory of the aircraft within a period of time, i.e., the first predicted flight trajectory, in real time through the aircraft physical model according to the current state of the aircraft and the control amount of the actuator. The pilot obtains the deviation between the planned flight trajectory and the predicted flight trajectory through the visual or voice information provided by the human-computer interaction interface and adjusts the joystick amount; or the flight control system autonomously generates a recommended adjustment instruction according to the deviation between the planned flight trajectory and the predicted flight trajectory, and inputs an adjustment instruction according to the recommended adjustment instruction to control the flight of the aircraft until the first predicted flight trajectory coincides with the first planned flight trajectory.

[0160] Then, the flight control system provides the pilot with the recommended speed roll angle and the corresponding second planned key switching position P2 through human-computer interaction, such as visual and / or voice. The pilot or the flight control system cuts out the FAF circle at the second planned key switching position P2 according to the recommended speed roll angle. The aircraft maintains straight and level flight at the cruising speed Vcruise. In the P2~P3 section, the time interval is The flight control system calculates the flight trajectory of the aircraft within a period of time in real time through the aircraft physical model according to the current state of the aircraft and the control amount of the actuator, that is, the second predicted flight trajectory. The pilot obtains the deviation between the planned flight trajectory and the predicted flight trajectory through the visual or voice information provided by the human-computer interaction interface, and adjusts the joystick amount; or the flight control system autonomously generates a recommended adjustment instruction based on the deviation between the planned flight trajectory and the predicted flight trajectory, and inputs an adjustment instruction according to the recommended adjustment instruction to control the flight of the aircraft until the second predicted flight trajectory is aligned with the second planned flight trajectory.

[0161] After the aircraft maintains level flight for a certain period of time, the flight control system provides the pilot with a recommended speed roll angle and the corresponding first planned key switching position P3 through human-computer interaction. The pilot or the flight control system cuts into the FAF circle again at the first planned key switching position P3 based on the recommended speed roll angle. The flight control system calculates the flight trajectory of the aircraft within a period of time, i.e., the third predicted flight trajectory, through the aircraft physical model according to the current state of the aircraft and the control amount of the actuator. The pilot obtains the deviation between the planned flight trajectory and the predicted flight trajectory through the visual or voice information provided by the human-computer interaction interface and adjusts the joystick amount; or the flight control system autonomously generates a recommended adjustment instruction according to the deviation between the planned flight trajectory and the predicted flight trajectory, and inputs an adjustment instruction according to the recommended adjustment instruction to control the flight of the aircraft until the third predicted flight trajectory coincides with the third planned flight trajectory.

[0162] Subsequently, the flight control system provides the pilot with a recommended glide path angle and the corresponding second planned key switching position P4 through human-computer interaction. The pilot or the flight control system cuts out the FAF circle at the second planned key switching position P4 according to the recommended path angle and enters the descending phase of the glide path. The flight control system calculates the flight trajectory of the aircraft within a period of time in real time through the aircraft physical model according to the current state of the aircraft and the control amount of the actuator, that is, the fourth predicted flight trajectory. The pilot obtains the deviation between the planned flight trajectory and the predicted flight trajectory through the visual or voice information provided by the human-computer interaction interface, and adjusts the joystick amount; or the flight control system autonomously generates a recommended adjustment instruction based on the deviation between the planned flight trajectory and the predicted flight trajectory, and inputs an adjustment instruction according to the recommended adjustment instruction to control the flight of the aircraft until the fourth predicted flight trajectory coincides with the centerline of the planned glide path.

[0163] When the pilot or the flight control system controls the aircraft to reach the planned tilt start position P5, the pilot or the flight control system controls the tilt rotor to tilt backward with one key, and according to the current state of the aircraft and the control amount of the actuator, the tilt corridor delivers the aircraft position information when the tilt rotor is tilted backward, that is, the predicted landing start position. The pilot obtains the deviation between the planned landing start point P6 and the predicted landing start point through the visual or voice information provided by the human-computer interaction interface, and adjusts the joystick amount; or the flight control system autonomously generates a recommended adjustment instruction based on the deviation between the planned landing start point P6 and the predicted landing start point, and inputs an adjustment instruction based on the recommended adjustment instruction to control the aircraft's tilt rotor to tilt backward until the planned landing start point P6 coincides with the predicted landing start point.

[0164] When the aircraft reaches the planned landing start position P6 accurately, the pilot controls the aircraft to land vertically. The flight control system calculates the predicted vertical landing trajectory and predicted landing area of ​​the aircraft in real time based on the current state of the aircraft and the control amount of the actuator, through the aircraft physical model combined with environmental information. The pilot adjusts the joystick lever through the human-computer interaction interface, such as the deviation between the planned vertical landing trajectory and the predicted vertical landing trajectory on the display and control platform, or the deviation between the predicted landing area and the planned landing area; or the flight control system autonomously generates recommended adjustment instructions based on the deviation between the planned vertical landing trajectory and the predicted vertical landing trajectory, or the deviation between the predicted landing area and the planned landing area, and adjusts the flight of the aircraft according to the recommended adjustment instructions until the planned vertical landing trajectory coincides with the predicted vertical landing trajectory, or the predicted landing area coincides with the planned landing area.

[0165] Through the above-mentioned embodiment method, by integrating human decision-making into the aircraft landing control, the landing safety and accuracy of the aircraft in the cruise phase are improved. And through real-time human-computer interaction, the pilot can more intuitively understand the status of the aircraft and the basis for decision-making, which enhances the operability of the system.

[0166] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the aircraft landing control method of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0167] This application also provides an aircraft landing control system, please refer to Figure 8 , the aircraft landing control system comprises:

[0168] The flight phase management module 10 is used to determine the current flight phase of the aircraft;

[0169] A trajectory planning module 20, for generating a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area;

[0170] An instruction calculation module 30 is used to generate a suggested control instruction for the aircraft to switch from the originally planned flight trajectory to the planned flight trajectory;

[0171] The control module 40 is used to obtain a control instruction based on the suggested maneuvering instruction, and control the aircraft to fly according to the planned flight trajectory based on the control instruction.

[0172] The aircraft landing control system provided by the present application adopts the aircraft landing control method in the above embodiment, which can solve the technical problem of how to improve the landing safety and accuracy of vertical take-off and landing aircraft in complex urban airspace traffic. Compared with the prior art, the beneficial effects of the aircraft landing control system provided by the present application are the same as the beneficial effects of the aircraft landing control method provided by the above embodiment, and the other technical features in the aircraft landing control system are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0173] The present application provides a vertical take-off and landing aircraft, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the aircraft landing control method in the above-mentioned embodiment one.

[0174] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. An aircraft landing control method, characterized in that: The method is applied to a tilt-rotor vertical take-off and landing aircraft, and the method comprises: Determining a current flight phase of the aircraft, wherein the flight phase includes at least a forward tilt phase, a backward tilt phase, and a cruise phase; Generate a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area; Wherein, generating a planned flight trajectory based on the current flight phase of the aircraft and the pre-selected landing area includes: When the current flight phase of the aircraft is the cruise phase, based on the current flight phase of the aircraft and the pre-selected landing area, a planned cruise flight trajectory, a planned backward bank transition trajectory, a planned landing start position, a planned vertical landing trajectory and a planned landing area of ​​the aircraft are generated; When the current flight phase of the aircraft is the forward tilt phase and the backward tilt phase, the flight control system automatically or the pilot manually selects the landing area and switches to the forced tilt-rotor back tilt, and based on the current flight phase of the aircraft and the pre-selected landing area, generates the corresponding planned tilt transition flight trajectory, planned landing start position, planned vertical landing trajectory and planned landing area of ​​the aircraft; generating a suggested control instruction for the aircraft to switch from an originally planned flight trajectory to the planned flight trajectory; Based on the suggested maneuvering instructions, control instructions are acquired, and based on the control instructions, the aircraft is controlled to fly according to the planned flight trajectory.

2. The aircraft landing control method according to claim 1, characterized in that: Before generating the planned flight trajectory based on the current flight phase of the aircraft and the pre-selected landing area, the method further includes: Receive the landing area pre-selected by the pilot through human-computer interaction; or The landing area of ​​the aircraft is selected through the flight control system to obtain a pre-selected landing area.

3. The aircraft landing control method according to claim 1, characterized in that: The method of acquiring a control instruction based on the suggested maneuvering instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction, further includes: Presenting the recommended control instructions to the pilot through human-computer interaction; Receive a control instruction input by the pilot based on the suggested control instruction, or obtain a control instruction based on the suggested control instruction through the flight control system.

4. The aircraft landing control method according to claim 1, characterized in that: The flight phase includes a vertical take-off phase, and the generating of a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area includes: Based on the current vertical take-off stage of the aircraft and the pre-selected landing area, a planned vertical landing trajectory for the aircraft to vertically land from the current position to the take-off position and a planned landing area are generated.

5. The aircraft landing control method according to claim 4, characterized in that: The recommended maneuvering instruction includes a recommended descent rate, and acquiring a control instruction based on the recommended maneuvering instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction, includes: calculating an actuator control amount based on the recommended descent rate; Calculate the predicted vertical landing trajectory and the predicted landing area based on the actuator control quantity and the current state quantity of the aircraft; Detecting a deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory, and / or a deviation between the predicted landing area and the planned landing area; If the deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory, and / or the deviation between the predicted landing area and the planned landing area is greater than a preset threshold, generating a suggested adjustment instruction; The flight of the aircraft is adjusted based on the suggested adjustment instruction until the deviation between the predicted vertical landing trajectory and the planned vertical landing trajectory is less than a preset threshold, and / or the deviation between the predicted landing area and the planned landing area is less than the preset threshold.

6. The aircraft landing control method according to claim 1, characterized in that: The recommended maneuvering instruction includes a recommended deceleration, and acquiring a control instruction based on the recommended maneuvering instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction, includes: Calculating a corresponding actuator control amount based at least on the recommended deceleration; According to the control amount of the actuator and the current state amount of the aircraft, the starting landing position is predicted by the tilt corridor; Detect the deviation between the predicted landing start position and the planned landing start position; If the deviation between the predicted landing start position and the planned landing start position is greater than a preset threshold, generating a suggested adjustment instruction; Adjusting the flight of the aircraft based on the suggested adjustment instruction until the deviation between the predicted landing start position and the planned landing start position is less than the preset threshold; Control the aircraft to land vertically to the planned landing area.

7. The aircraft landing control method according to claim 1, characterized in that: The flight phase includes a cruise phase, and the generating of a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area includes: The planned cruise flight trajectory includes the planned final approach positioning point FAF circle and the planned glide path lowering stage trajectory; the planned flight trajectory also includes the planned key switching position between the planned final approach positioning point FAF circle and the planned glide path lowering stage trajectory, and the planned key switching position between the planned glide path lowering stage and the planned backward tilt transition trajectory.

8. The aircraft landing control method according to claim 7, characterized in that: The recommended control instruction includes a first recommended control instruction, which includes a recommended speed roll angle when the aircraft cuts into the FAF circle, and the planned key switching position includes a first planned key switching position, which is the position where the original planned flight trajectory cuts into the final approach positioning point FAF circle; the recommended control instruction also includes a second recommended control instruction, which includes a recommended track angle when the aircraft cuts out of the final approach positioning point FAF circle, and the planned key switching position includes a second planned key switching position, which is the position where the aircraft switches from the FAF circle to the glide path; the recommended control instruction also includes a third recommended control instruction, which includes a recommended deceleration for the aircraft to start a backward tilt, and the planned key switching position includes a planned backward tilt start key position.

9. The aircraft landing control method according to claim 8, characterized in that: The acquiring of a control instruction based on the suggested manipulation instruction, and controlling the aircraft to fly according to the planned flight trajectory based on the control instruction, includes: Acquire a control instruction based on the first suggested manipulation instruction, and control the aircraft to cut into the FAF circle at the first planned key switching position based on the control instruction; acquire a second predicted key switching position, and detect a deviation between the second predicted key switching position and the second planned key switching position; If the deviation between the second predicted key switching position and the second planned key switching position is greater than a preset threshold, generating a suggested adjustment instruction; Adjusting the flight of the aircraft based on the suggested adjustment instruction until the deviation between the second predicted key switching position and the second planned key switching position is less than a preset threshold; controlling the aircraft to cut out the FAF circle at the second planned key switching position based on the second suggested control instruction, and entering the glide path to descend in altitude; Acquire a predicted key position for starting the backward tilting, and detect a deviation between the predicted key position for starting the backward tilting and the planned key position for starting the backward tilting; If the deviation between the predicted key position for starting the backward tilting and the planned key position for starting the backward tilting is greater than a preset threshold, generating a suggested adjustment instruction; Adjusting the flight of the aircraft based on the recommended adjustment instruction until the deviation between the predicted key position for starting the backward tilt and the planned key position for starting the backward tilt is less than a preset threshold; and controlling the backward tilt of the aircraft at the planned key position for starting the backward tilt based on the recommended deceleration instruction; After the aircraft is controlled to tilt backward, it reaches the planned landing start position and lands vertically to the planned landing area according to the planned vertical trajectory.

10. The aircraft landing control method according to any one of claims 5, 6 and 9, characterized in that: The step of adjusting the flight of the aircraft based on the suggested adjustment instruction comprises: Presenting the recommended adjustment instructions to the pilot through human-computer interaction; Receive the adjustment instruction input by the pilot based on the suggested adjustment instruction, or obtain the adjustment instruction based on the suggested control instruction through the flight control system.

11. An aircraft landing control system, characterized in that: The system includes a flight control system, and the flight control system includes: A flight phase management module, used to determine the current flight phase of the aircraft, wherein the flight phase at least includes a forward tilt phase, a backward tilt phase and a cruise phase; A trajectory planning module, used to generate a planned flight trajectory based on the current flight phase of the aircraft and a pre-selected landing area; Wherein, generating a planned flight trajectory based on the current flight phase of the aircraft and the pre-selected landing area includes: When the current flight phase of the aircraft is the cruise phase, based on the current flight phase of the aircraft and the pre-selected landing area, a planned cruise flight trajectory, a planned backward bank transition trajectory, a planned landing start position, a planned vertical landing trajectory and a planned landing area of ​​the aircraft are generated; When the aircraft is in the forward tilt stage and the backward tilt stage, the flight control system automatically or the pilot manually selects the landing area and switches to the forced tilt rotor back tilt, and based on the current forward tilt stage / backward tilt stage of the aircraft and the pre-selected landing area, generates the corresponding planned tilt transition flight trajectory, planned landing start position, planned vertical landing trajectory and planned landing area of ​​the aircraft; An instruction calculation module, used for generating a suggested control instruction for the aircraft to switch from the originally planned flight trajectory to the planned flight trajectory; The control module is used to obtain a control instruction based on the suggested maneuvering instruction, and control the aircraft to fly according to the planned flight trajectory based on the control instruction.

12. A vertical take-off and landing aircraft, characterized in that: The vertical take-off and landing aircraft comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the aircraft landing control method according to any one of claims 1 to 10.

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