Automatic fixed-point lossless landing method of aircraft, aircraft and storage medium
Through the automatic fixed-point non-destructive landing method of the aircraft, the stall fall method is used to land at the target point, which solves the problems of difficult recovery operations and high site requirements in the existing technology, and realizes low-cost and widely used aircraft recovery.
Patent Information
- Application Number
- CN202411371664.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-29
- Publication Date
- 2025-01-24
AI Technical Summary
The prior art has defects in the recycling of aircraft with high operational difficulties, high site requirements and high possibility of aircraft loss/damage.
The automatic fixed-point non-destructive landing method is used to control the aircraft to land at the target landing point in a stalled manner, achieving recovery without a paved runway, low site requirements and no need for additional lift devices.
It reduces the operational difficulty and site requirements for aircraft recovery, reduces the complexity and cost of the aircraft, while ensuring the endurance and load capacity, realizing low-cost and widespread application.
Smart Images
Figure CN119348875A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the field of unmanned aerial vehicles (UAVs) and aircraft models, and in particular to an automatic fixed-point lossless landing method for an aircraft, the aircraft, and a storage medium. Background Art
[0002] In the field of drones / model aircraft, the recovery of fixed-wing aircraft has always been a pain point. There are usually several ways to recover them:
[0003] 1) Rolling landing on a flat paved runway. This method is both the most common and the most common method. It not only has requirements for the site, as not all flying sites have flat, long enough runways; it also has certain requirements for the pilot's visual operation level. Untrained beginners cannot complete runway landing.
[0004] 2) Vertical, taking off and landing through additional lift systems. Fixed-wing aircraft can achieve this by adding additional lift devices (such as Figure 1 The drone in the drone, in addition to a push-back propeller at the tail, has 4 groups of 8 propellers on the left and right arms to provide vertical lift) combined with flight control and GPS to complete fixed-point vertical takeoff and landing. Although this method greatly reduces the requirements for the site and pilot level, it will increase the complexity and cost of the aircraft system, greatly increase the weight of the aircraft, reduce endurance and load capacity, and also lose the fun of manual flight operation.
[0005] 3) Use a special recovery device to recover. Military drones are usually recovered by hitting the arresting cable and hooking a hook on the wing tip. Figure 2 The Skyhook system shown recovering a ScanEagle drone. Dedicated recovery devices are large, heavy, and expensive (over $200,000), and are usually only suitable for military use. Summary of the invention
[0006] The purpose of the present invention is to provide a method for automatic fixed-point non-destructive landing of an aircraft, an aircraft, and a storage medium, so as to overcome the defects of the prior art in recovering the aircraft, such as the difficulty in aircraft operation, high site requirements, and high possibility of aircraft loss / damage.
[0007] To achieve this object, the present invention adopts the following technical solutions:
[0008] An automatic fixed-point lossless landing method for an aircraft, comprising:
[0009] Determine the target landing point;
[0010] After receiving the automatic fixed-point landing instruction, the aircraft is controlled to land to the target landing point in a stall fall manner.
[0011] Optionally, controlling the aircraft to land at the target landing point in a stall fall manner includes:
[0012] First, the aircraft is controlled to fly to the target flight altitude, flight speed and spatial position, and then the aircraft's actuator is driven to change the angle of the main wing and / or tail wing, and the power output of the aircraft's power system is adjusted, so that the aircraft enters a stall state and lands to the target landing point in a stall fall manner.
[0013] Optionally, the target flight altitude, flight speed and spatial position are determined based on preset environmental parameters and real-time collected data from sensors inside the aircraft.
[0014] Optionally, the environmental parameters include at least: the center point and radius of a circular or polygonal electronic fence, and at least one of the height of obstacles, wind speed and wind direction within the range of the electronic fence.
[0015] Optionally, the real-time collected data of the aircraft's internal sensors include: the aircraft's real-time position data, three-axis angular acceleration, axial acceleration and real-time heading data, real-time air pressure data, and at least one of the real-time intake pressure of the pitot tube.
[0016] Optionally, the stall state includes: a main wing stall at a positive angle of attack, a main wing stall at a negative angle of attack, a horizontal tail stall at a positive angle of attack, a horizontal tail stall at a negative angle of attack, a main wing stall at a positive angle of attack and a horizontal tail stall at a negative angle of attack, a main wing stall at a negative angle of attack and a horizontal tail stall at a positive angle of attack, a main wing stall at a positive angle of attack and a horizontal tail stall at a positive angle of attack, a main wing stall at a negative angle of attack and a horizontal tail stall at a negative angle of attack, a horizontal tail stall at a positive angle of attack and the vertical tail rotates synchronously with the horizontal tail, and / or a horizontal tail stall at a negative angle of attack and the vertical tail rotates synchronously with the horizontal tail.
[0017] Optionally, the target landing point is the take-off point of the aircraft or other designated landing point other than the take-off point.
[0018] Optionally, the method for determining the target landing point and the environmental parameters includes: obtaining them from a remote control device or a communication device via wireless transmission.
[0019] An aircraft comprises a flight control module, wherein the flight control module is used to execute the steps in any one of the above-mentioned methods for automatic fixed-point lossless landing of an aircraft.
[0020] A storage medium stores a plurality of instructions, wherein the instructions are suitable for being loaded by a processor to execute the steps in any one of the above-mentioned methods for automatic fixed-point lossless landing of an aircraft.
[0021] Compared with the prior art, the present invention has the following beneficial effects:
[0022] After receiving the landing command, the aircraft of the embodiment of the present invention lands to the target landing point through a speed-controlled stall fall. On the one hand, the present embodiment does not require a paved runway, has low requirements for the flight landing site, and has no requirements for the pilot's visual operation level. Untrained beginners can also easily complete the recovery control; on the other hand, the present embodiment only needs to add one or more actuators to rotate the main wing and / or the tail wing, and optimize the software control of the flight control module. There is no need to add additional components such as propellers for providing vertical lift, that is, there is no need to significantly increase the complexity and cost of the aircraft system, while ensuring the aircraft's endurance and load-bearing capacity; on the other hand, since there is no need to use a dedicated recovery device, the implementation cost is low and the application range is wide. BRIEF DESCRIPTION OF THE DRAWINGS
[0023] In order to more clearly illustrate the embodiments of the present invention 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, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.
[0024] Figure 1 This is a structural view of an existing fixed-wing aircraft.
[0025] Figure 2 Schematic diagram of recovering a ScanEagle drone for the existing Skyhook system.
[0026] Figure 3 A schematic structural diagram of an aircraft according to an embodiment of the present invention.
[0027] Figure 4 A front view and a cross-sectional view of an aircraft in an initial non-stall state provided by an embodiment of the present invention.
[0028] Figure 5 A front view and a cross-sectional view of an aircraft in a main wing stall state at a positive angle of attack provided by an embodiment of the present invention.
[0029] Figure 6 A front view and a cross-sectional view of an aircraft in a main wing negative angle of attack stall state provided by an embodiment of the present invention.
[0030] Figure 7 A front view and a cross-sectional view of an aircraft in a horizontal tail normal angle stall state provided by an embodiment of the present invention.
[0031] Figure 8 A front view and a cross-sectional view of an aircraft in a horizontal tail negative angle of attack stall state provided by an embodiment of the present invention.
[0032] Fig. 9 A front view and a cross-sectional view of an aircraft in a stall state with a positive main wing angle of attack and a negative horizontal tail angle of attack provided by an embodiment of the present invention.
[0033] Fig.10 A front view and a cross-sectional view of an aircraft in a stall state with a negative main wing angle of attack and a positive horizontal tail angle of attack provided by an embodiment of the present invention.
[0034] Fig.11 A front view and a cross-sectional view of an aircraft provided by an embodiment of the present invention in a horizontal tail stall state with a positive angle of attack and with the vertical tail and the horizontal tail rotating synchronously.
[0035] Fig.12 A front view and a cross-sectional view of an aircraft provided by an embodiment of the present invention in a horizontal tail negative angle of attack stall state with a vertical tail and a horizontal tail rotating synchronously. DETAILED DESCRIPTION
[0036] In order to make the purpose, features and advantages of the present invention more obvious and easy to understand, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described below are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.
[0037] Market research reports show that for model airplane beginners, the entry threshold is high, and beginners often lose or crash their airplanes due to lack of experience. It is necessary to economically solve the fixed-point take-off and landing function of fixed-wing model airplanes while retaining the fun of flying. 70% of the respondents listed the "automatic landing" function as a must-have product function.
[0038] To this end, an embodiment of the present invention provides an aircraft and an automatic fixed-point non-destructive landing method thereof, which, on the basis of realizing the automatic fixed-point landing function, can also effectively reduce the difficulty of aircraft operation, eliminate the need for paving a runway, and ensure the safety of the aircraft during landing.
[0039] For details, please refer to Figure 3 The aircraft provided by the embodiment of the present invention includes: a flight control module 1, a satellite navigation module (GPS / Beidou) 2, an IMU (inertial navigation module) 3, a barometer 4 (optional), a pitot tube 5 (optional), a receiver 6, an actuator (servo / electromagnet, etc.) 7, an actuator (main wing / tail wing, etc.) 8, a flight power system (propeller / motor / motor driver, etc.) 9, and a power supply system (battery / battery management system, etc.) 10. The flight control module 1 is controlled and connected with other functional units respectively.
[0040] Based on the above-mentioned aircraft, an automatic fixed-point non-destructive landing method provided by an embodiment of the present invention includes: determining a target landing point; after receiving an automatic fixed-point landing instruction, controlling the aircraft to land to the target landing point in a stall fall manner.
[0041] Different from the traditional aircraft recovery method, the aircraft of the embodiment of the present invention lands to the target landing point through a speed-controlled stall fall after receiving the landing command. On the one hand, the present embodiment does not require a paved runway, has low requirements for the flight landing site, and has no requirements for the pilot's visual operation level. Untrained beginners can also easily complete the recovery control; on the other hand, the present embodiment only needs to add one or more actuators to rotate the main wing and / or tail wing, and optimize the software control of the flight control module. There is no need to add additional components such as propellers for providing vertical lift, that is, there is no need to significantly increase the complexity and cost of the aircraft system, while ensuring the aircraft's endurance and load-bearing capacity; on the other hand, since there is no need to use a dedicated recovery device, the implementation cost is low and the application range is wide.
[0042] It should be noted that the flight attitude and falling rate of the aircraft in the stall state are restricted by the parameters of the aircraft itself (weight, wing loading, center of gravity position, main wing dihedral, etc.). In practical applications, the speed-controllable stall falling method can be achieved by optimizing the design parameters of the aircraft itself and debugging the software of the flight control module.
[0043] Furthermore, the method of controlling the aircraft to land at the target landing point in a stall fall manner may specifically include:
[0044] First, the aircraft is controlled to fly to the target flight altitude, flight speed and spatial position, and then the aircraft's actuator 7 is driven to change the angle of the main wing and / or tail wing, and the power output of the aircraft's flight power system 9 is adjusted, so that the aircraft enters a stall state and lands to the target landing point in a stall fall manner.
[0045] It should be noted that the above stall state can be achieved by selecting one or more methods according to the actual requirements of the final product (such as cost, appearance, startup design, etc.). Figure 4 shows a front view and a sectional view of the aircraft in an initial non-stalled condition; Figure 5 The front view and the cross-sectional view of the aircraft in the stall state with the main wing at a positive angle of attack are shown; Figure 6 The front view and the cross-sectional view of the aircraft in the stall state with the main wing at a negative angle of attack are shown; Figure 7 The front view and the cross-sectional view of the aircraft in the horizontal tail positive angle of attack stall state are shown; Figure 8 The front view and the cross-sectional view of the aircraft in the horizontal tail negative angle of attack stall state are shown; Fig. 9The front view and the cross-sectional view of the aircraft in the stall state with the main wing at a positive angle of attack and the horizontal tail at a negative angle of attack are shown; Fig.10 The front view and the cross-sectional view of the aircraft are shown in the stall state with the main wing at a negative angle of attack and the horizontal tail at a positive angle of attack; Fig.11 The front view and the cross-sectional view of the aircraft are shown in the stall state of the horizontal tail with the positive angle of attack and the vertical tail rotating synchronously with the horizontal tail; Fig.12 The front view and profile of an aircraft in a stall state with a negative angle of attack of the horizontal tail and a vertical tail rotating synchronously with the horizontal tail are shown. Among them, whether the vertical tail rotates has no effect on the stall state, which mainly depends on the difficulty of the specific mechanism to achieve. At present, in most embodiments (unpowered model aircraft), the vertical tail and the horizontal tail rotate synchronously. In addition, the stall state can also be a stall state with a positive angle of attack of the main wing and a positive angle of attack of the horizontal tail, a stall state with a negative angle of attack of the main wing and a negative angle of attack of the horizontal tail, etc., and the embodiments of the present invention do not make specific restrictions on this.
[0046] The target flight altitude, flight speed and spatial position may be preset or automatically set. Exemplarily, the target flight altitude, flight speed and spatial position are determined based on preset environmental parameters and real-time data collected by sensors inside the aircraft.
[0047] The environmental parameters include at least: the center point and radius of a circular or polygonal electronic fence (which automatically returns to the location to prevent the aircraft from being lost); and may also include any item of the obstacle height within the electronic fence (to prevent the landing route from hitting the obstacle), wind speed, and wind direction.
[0048] The real-time data collected by the internal sensors of the aircraft include: at least one of the real-time position data of the aircraft collected by the satellite navigation module, three-axis angular acceleration, axial acceleration and real-time heading data, real-time air pressure data collected by the barometer, and real-time intake pressure collected by the pitot tube.
[0049] In other words, when the aircraft in this embodiment receives the command for automatic fixed-point landing, it will automatically drive the actuator to change the angle of the actuator 8 (such as the main wing or the tail wing) at an appropriate flight altitude, flight speed and spatial position, and adjust the power output of the flight power system 9, so that the aircraft enters a stall state, and lands at the designated landing location in a speed-controlled stall fall manner, thereby completing the lossless landing and recovery of the aircraft.
[0050] The following describes the setting methods of the target reduction location and environmental parameters respectively:
[0051] There are several ways to set the target landing point:
[0052] (1) Before the aircraft takes off, the onboard satellite navigation module 2 identifies the current position (take-off point) and transmits the position information to the flight control module 1 via a wired connection, and the flight control module 1 records the position as the target landing point.
[0053] (2) Before the aircraft takes off, the satellite navigation module built into the remote controller 11 identifies the current position (take-off point) and transmits the position information to the receiver 6 via wireless transmission. The receiver 6 transmits the position to the flight control module 1 to record the position as the target landing point.
[0054] (3) Before the aircraft takes off, a communication device such as a satellite navigation module built into a mobile phone identifies the current position (take-off point) and transmits it to the remote controller 11 wirelessly or by wire. The remote controller 11 then wirelessly transmits the position information to the receiver 6, and the receiver 6 transmits it to the flight control module 1 to record the position as the target landing point.
[0055] (4) Before the aircraft takes off, a satellite navigation module built into a communication device such as a mobile phone identifies the current position (take-off point) and transmits the position information to a receiver 6 via wireless transmission. The receiver 6 transmits the position to the flight control module 1 to record the position.
[0056] (5) Before the aircraft takes off, a satellite navigation module built into a communication device such as a mobile phone identifies the current position (take-off point) and transmits it directly to the flight control module 1 via wireless transmission to record the position.
[0057] It is understandable that the take-off point of the aircraft can be set as the target landing point by default. It is also possible to select any location (if the aircraft has enough battery power to fly there, for example, within a range of 5 km) as the target landing point through the mobile phone map, and transmit it directly or indirectly to the flight control module 1 through the remote controller 11 or the receiver 6.
[0058] Regarding environmental parameters, when the target landing point is set, in order to reduce the possible collision risk during automatic landing and improve the landing accuracy, the pilot can choose to set parameters such as wind direction, return altitude, and circling radius according to the surrounding environment (size of the flight field, whether there are obstacles such as trees) and weather conditions (wind direction and speed). The specific settings are as follows:
[0059] (1) The above environmental parameters are first set by the remote controller 11, and then transmitted to the receiver 6 by wireless, and then transmitted to the flight control module 1 by the receiver 6 to record the above parameters.
[0060] (2) The above parameters are first set through other communication devices such as a mobile phone, and transmitted to the remote controller 11 via wireless or wired communication. The remote controller 11 then transmits the parameters to the receiver 6 via wireless communication. The receiver 6 transmits the parameters to the flight control module 1 to record the above parameters.
[0061] (3) The above parameters are first set through other communication devices such as a mobile phone, and then transmitted to the receiver 6 via wireless, and then transmitted to the flight control module 1 by the receiver 6 to record the above parameters.
[0062] (4) The above parameters are set through other communication devices such as mobile phones, and are directly transmitted wirelessly to the flight control module 1 to record the above parameters.
[0063] Those skilled in the art will appreciate that all or part of the steps in the above embodiments may be completed by instructions, or by controlling related hardware through instructions. The instructions may be stored in a computer-readable storage medium and loaded and executed by a processor.
[0064] To this end, an embodiment of the present invention provides a storage medium in which a plurality of instructions are stored. The instructions can be loaded by a processor to execute the steps of the automatic fixed-point lossless landing method for an aircraft provided in an embodiment of the present invention.
[0065] The storage medium may include: a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.
[0066] As described above, the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features thereof may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims
1. A method for automatic fixed-point non-destructive landing of an aircraft, characterized in that: include: Determine the target landing point; After receiving the automatic fixed-point landing instruction, the aircraft is controlled to land to the target landing point in a stall fall manner.
2. The method for automatic fixed-point non-destructive landing of an aircraft according to claim 1, characterized in that: The controlling the aircraft to land at the target landing point in a stalling manner comprises: First, the aircraft is controlled to fly to the target flight altitude, flight speed and spatial position, and then the aircraft's actuator is driven to change the angle of the main wing and / or tail wing, and the power output of the aircraft's power system is adjusted, so that the aircraft enters a stall state and lands to the target landing point in a stall fall manner.
3. The method for automatic fixed-point non-destructive landing of an aircraft according to claim 2, characterized in that: The target flight altitude, flight speed and spatial position are determined based on pre-set environmental parameters and real-time collected data from sensors inside the aircraft.
4. The method for automatic fixed-point non-destructive landing of an aircraft according to claim 3, characterized in that: The environmental parameters include at least the center point and radius of a circular or polygonal electronic fence, and also any item of obstacle height, wind speed and wind direction within the electronic fence.
5. The method for automatic fixed-point non-destructive landing of an aircraft according to claim 3, characterized in that: The real-time data collected by the internal sensors of the aircraft include: at least one of the real-time position data of the aircraft, three-axis angular acceleration, axial acceleration and real-time heading data, real-time air pressure data, and real-time intake pressure of the pitot tube.
6. The method for automatic fixed-point non-destructive landing of an aircraft according to claim 2, characterized in that: The stall states include: a main wing stall at a positive angle of attack, a main wing stall at a negative angle of attack, a horizontal tail stall at a positive angle of attack, a horizontal tail stall at a negative angle of attack, a main wing stall at a positive angle of attack and a horizontal tail stall at a negative angle of attack, a main wing stall at a negative angle of attack and a horizontal tail stall at a positive angle of attack, a main wing stall at a positive angle of attack and a horizontal tail stall at a positive angle of attack, a main wing stall at a negative angle of attack and a horizontal tail stall at a negative angle of attack, a horizontal tail stall at a positive angle of attack and the vertical tail rotates synchronously with the horizontal tail, and / or a horizontal tail stall at a negative angle of attack and the vertical tail rotates synchronously with the horizontal tail.
7. The method for automatic fixed-point non-destructive landing of an aircraft according to claim 1, characterized in that: The target landing point is the take-off point of the aircraft or other designated landing point other than the take-off point.
8. The method for automatic fixed-point non-destructive landing of an aircraft according to claim 3, characterized in that: The method for determining the target landing point and the environmental parameters includes: obtaining them from a remote control device or a communication device via wireless transmission.
9. An aircraft, comprising a flight control module, characterized in that: The flight control module is used to execute the steps in the automatic fixed-point lossless landing method for an aircraft as described in any one of claims 1 to 8.
10. A storage medium, characterized in that: The storage medium stores a plurality of instructions, and the instructions are suitable for being loaded by a processor to execute the steps in the method for automatic fixed-point lossless landing of an aircraft as described in any one of claims 1 to 8.