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

Abstract

The present application discloses an aircraft landing method, system, and vertical take-off and landing aircraft, relating to the field of aircraft control technology. The aircraft landing system includes: a landing path planning module, which is used to determine the target landing point of the aircraft in response to a landing instruction, and plan the landing path of the aircraft to obtain the landing path of the aircraft; a trajectory prediction module, which is used to predict the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory; a go-around decision module, which is used to evaluate the flight status of the aircraft during the tilt transition phase based on the landing path and the predicted flight trajectory; and based on the first evaluation result, a go-around decision processing is performed on the aircraft to confirm whether to control the aircraft to perform a go-around to ensure the safe landing of the aircraft. Through the above-mentioned scheme, the present application can effectively improve the automated landing capability of the aircraft, while ensuring the safety of the aircraft landing through the go-around decision module.

Description

Technical Field

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

[0002] Electric Vertical Take-off and Landing (eVTOL) technology is currently attracting widespread attention in the aviation sector as an innovative flight solution. Using electric drones or manned aircraft to achieve vertical take-off and landing, as well as horizontal flight, eVTOL offers numerous advantages, including high flexibility, low noise, and environmental friendliness. It is considered a key solution for future urban air mobility and emergency rescue applications.

[0003] However, eVTOL aircraft often need to land vertically in a confined space, which poses a challenge to the eVTOL aircraft landing system. Existing eVTOL aircraft landing systems have insufficient automatic landing capabilities, resulting in low landing safety issues for eVTOL aircraft.

[0004] The above content is only used to assist in understanding the technical solution of this application and does not constitute an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of this application is to provide an aircraft landing method, system and vertical take-off and landing aircraft, aiming to solve the technical problems of insufficient automatic landing capability of existing eVTOL aircraft landing systems and low landing safety of eVTOL aircraft.

[0006] To achieve the above objectives, the present application proposes an aircraft landing system, which is applied to a tilt-rotor vertical take-off and landing aircraft. The aircraft landing system includes:

[0007] a landing path planning module, configured to determine a target landing point for the aircraft in response to a landing instruction, and plan a landing path for the aircraft based on the target landing point to obtain a landing path for the aircraft;

[0008] A trajectory prediction module, configured to predict the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory;

[0009] The go-around decision module is used to evaluate the flight status of the aircraft during the roll transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; and based on the first evaluation result, perform a go-around decision on the aircraft to determine whether to control the aircraft to perform a go-around to ensure a safe landing of the aircraft.

[0010] In one embodiment, the aircraft landing system includes a sensor integration system, wherein the sensor integration system is used to acquire first multimodal fusion data of a landing area;

[0011] The landing path planning module calculates and obtains three-dimensional spatial information of the aircraft based on the first multimodal fusion data;

[0012] Based on the target landing point, surrounding environment information, flight status information and three-dimensional space information, the paths of the aircraft's cruise flight phase, tilt transition phase and vertical landing phase are planned separately, and the corresponding cruise flight path, tilt transition flight corridor, tilt transition path and vertical landing path are obtained respectively.

[0013] In one embodiment, the tilt transition flight corridor includes a tilt transition flight corridor window, and the trajectory prediction module includes a hovering point prediction module, the hovering point prediction module being configured to predict a hovering point of the aircraft before entering a vertical landing phase and obtain a predicted hovering point;

[0014] When the aircraft is in the tilt transition phase, the go-around decision module is further configured to evaluate whether the predicted hovering point is within a vertical landing region and obtain a first evaluation result; and / or

[0015] When the aircraft is in the bank transition phase, the go-around decision module is further configured to evaluate whether a deviation between the bank transition path and the predicted flight trajectory exceeds a preset first threshold, and obtain a first evaluation result.

[0016] In one embodiment, before the aircraft enters the tilt transition phase, the go-around decision module is further used to evaluate the flight status of the aircraft based on the cruise flight path and the predicted flight trajectory, confirm whether the flight status meets the flight status conditions for entering the tilt transition flight corridor window, and obtain a second evaluation result.

[0017] In one embodiment, when the aircraft is in the bank transition phase, the missed approach decision module is further configured to, if the first assessment result indicates that the predicted hovering point is within the vertical landing area, control the aircraft to fly along the bank transition path, and adjust the aircraft's flight state in real time to maintain the aircraft in a vertical state relative to the target landing point, thereby achieving hovering of the aircraft.

[0018] and / or

[0019] When the first evaluation result indicates that the deviation exceeds a preset first threshold, a path deviation prompt is given to the pilot, an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

[0020] In one embodiment, when the aircraft is in the bank transition phase, the go-around decision module is further configured to provide a go-around warning to the pilot when the first evaluation result indicates that the predicted hovering point is not within the vertical landing area.

[0021] In one embodiment, the aircraft includes a flight control system,

[0022] Before the aircraft enters the bank transition phase, the go-around decision module is further configured to, when the second evaluation result indicates that the flight state satisfies a flight state condition for entering a bank transition flight corridor window, evaluate the surrounding environment information to determine whether a preset bank transition environment condition is satisfied;

[0023] When the surrounding environment information meets the preset tilt transition environment conditions, the flight control system controls the aircraft to automatically enter the tilt transition flight corridor window; and / or

[0024] When the surrounding environment information meets the preset tilt transition environment conditions, an operation confirmation prompt is provided to the pilot, and a first confirmation instruction from the pilot is received, and the aircraft is controlled to enter the tilt transition flight corridor window.

[0025] In one embodiment, before the aircraft enters the bank transition phase, the go-around decision module is further configured to provide a go-around warning to the pilot when the second evaluation result indicates that the flight state does not satisfy a flight state condition for entering the bank transition flight corridor window; and / or

[0026] When the surrounding environment information does not meet the preset tilt transition environment conditions, a go-around warning is provided to the pilot.

[0027] In one embodiment, the aircraft includes a flight control system,

[0028] When the aircraft is in hovering, the missed approach decision module is further used to confirm whether the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions;

[0029] When the surrounding environment information and the flight status information of the aircraft do not meet the preset vertical landing conditions, providing a missed approach warning to the pilot;

[0030] When the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, the flight control system controls the aircraft to automatically enter the vertical landing phase; and / or

[0031] When the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, an operation confirmation prompt is provided to the pilot, and a second confirmation instruction from the pilot is received to control the aircraft to enter the vertical landing phase.

[0032] In one embodiment, when the aircraft is in the vertical landing phase and the deviation between the vertical landing path and the predicted flight trajectory exceeds a preset second threshold, the go-around decision module is further configured to provide a path deviation prompt to the pilot, receive an override command from the pilot, and adjust the flight state of the aircraft based on the override command.

[0033] In addition, to achieve the above-mentioned purpose, the present application also proposes an aircraft landing method, which is applied to an aircraft landing system and includes:

[0034] In response to the landing instruction, determining a target landing point of the aircraft, and planning a landing path of the aircraft based on the target landing point to obtain a landing path of the aircraft;

[0035] Predicting a flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory;

[0036] evaluating the flight state of the aircraft during the tilt transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result;

[0037] Based on the first evaluation result, a go-around decision is made for the aircraft to determine whether to control the aircraft to perform a go-around to ensure a safe landing of the aircraft.

[0038] In addition, to achieve the above objectives, the present application also proposes a vertical take-off and landing aircraft, which includes the aircraft landing system as described above.

[0039] One or more technical solutions proposed in this application have at least the following technical effects:

[0040] The aircraft landing method, system, and vertical take-off and landing aircraft proposed in the embodiments of the present application determine the target landing point of the aircraft in response to the landing instruction through the landing path planning module, and automatically plan the landing path of the aircraft through the target landing point; at the same time, the trajectory prediction module predicts the flight trajectory in combination with the flight status information of the aircraft to obtain a predicted flight trajectory; finally, the flight status of the aircraft in the tilt transition phase is evaluated by the go-around decision module based on the planned landing path and the predicted flight trajectory, and the aircraft is subject to go-around decision processing to confirm whether to control the aircraft to make a go-around to ensure the safe landing of the aircraft, thereby enhancing the aircraft's automated navigation and landing capability. The go-around decision module enhances the safety of the aircraft's landing and can also reduce the pilot's operating burden. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] 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.

[0042] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0043] Figure 1 A schematic diagram of a flow chart for the first embodiment of the aircraft landing method of the present application;

[0044] Figure 2 A schematic diagram of the flow chart provided for the second embodiment of the aircraft landing method of the present application;

[0045] Figure 3 A schematic diagram of the flow chart provided for the third embodiment of the aircraft landing method of the present application;

[0046] Figure 4 A schematic diagram of a flow chart for the fourth embodiment of the aircraft landing method of the present application;

[0047] Figure 5 This is a schematic diagram of the landing phase of the aircraft involved in Example 1 of the present application;

[0048] Figure 6 This is a schematic diagram of the device structure of the hardware operating environment involved in the aircraft landing method in the embodiment of the present application.

[0049] The purpose, features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0050] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0051] 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.

[0052] The main solutions of the embodiments of the present application are: a landing path planning module, which is used to determine the target landing point of the aircraft in response to a landing instruction, and plan the landing path of the aircraft based on the target landing point to obtain the landing path of the aircraft; a trajectory prediction module, which is used to predict the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory; a go-around decision module, which is used to evaluate the flight status of the aircraft during the roll transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; and based on the first evaluation result, perform a go-around decision processing on the aircraft to confirm whether to control the aircraft to perform a go-around to ensure a safe landing of the aircraft.

[0053] Technical terms involved in the embodiments of this application:

[0054] eVTOL (electric Vertical Take-off and Landing): eVTOL is generally used to refer to novel and uniquely designed aircraft that use energy storage batteries, motors and propellers for propulsion and have the ability to take off and land vertically. eVTOL uses a multi-battery, multi-motor driven multi-rotor design with safety redundancy. Even if some of the rotors of the eVTOL fail, it can still land normally, and its safety is greatly improved compared to traditional helicopters. At the same time, eVTOL is propelled by electricity, and the cost of electricity is much lower than the cost of fuel, and the flight speed of eVTOL is fast, so its operating costs are relatively low. eVTOL can usually be used in scenarios such as urban air traffic, emergency medical services, freight logistics, and sightseeing tourism.

[0055] Despite the promising prospects of eVTOL technology, practical applications still present challenges and issues, particularly during landing. Landing is one of the most critical phases of an aircraft's flight and a key component of flight safety. For eVTOL aircraft, vertical landing is often required within confined spaces. This is especially true in today's increasingly complex and busy urban air traffic environment, which adds further complexity and challenges to the landing process.

[0056] However, the existing eVTOL aircraft landing system is imperfect, and the aircraft's safe automatic landing capability is insufficient, resulting in low landing accuracy and safety of eVTOL aircraft.

[0057] The present application provides a solution, in which a landing path planning module responds to a landing instruction to determine the target landing point of the aircraft, and automatically plans the landing path of the aircraft based on the target landing point; at the same time, a trajectory prediction module predicts the flight trajectory in combination with the flight status information of the aircraft to obtain a predicted flight trajectory; finally, a go-around decision module evaluates the flight status of the aircraft in the roll transition phase based on the planned landing path and the predicted flight trajectory, performs a go-around decision on the aircraft, and confirms whether to control the aircraft to perform a go-around to ensure the safe landing of the aircraft, thereby enhancing the aircraft's automated navigation and landing capability. The go-around decision module enhances the safety of the aircraft's landing and can also reduce the pilot's operating burden.

[0058] It should be noted that the execution entity of this embodiment can be a computing service device with data processing, network communication, and program execution capabilities, such as a personal computer, flight control computer, avionics computer, server, or embedded computing device, or an aircraft landing system capable of performing the aforementioned functions. For certain specific requirements during the aircraft landing process, the execution entity can also be a high-performance data processing device or industrial control device to ensure that it can support all the functions and requirements of this application. This embodiment and the following embodiments will be described below using an aircraft landing system as an example.

[0059] The present application proposes an aircraft landing system, which is applied to a tilt-rotor vertical take-off and landing aircraft. The aircraft landing system includes:

[0060] a landing path planning module, configured to determine a target landing point for the aircraft in response to a landing instruction, and plan a landing path for the aircraft based on the target landing point to obtain a landing path for the aircraft;

[0061] A trajectory prediction module, configured to predict the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory;

[0062] The go-around decision module is used to evaluate the flight status of the aircraft during the roll transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; and based on the first evaluation result, perform a go-around decision on the aircraft to determine whether to control the aircraft to perform a go-around to ensure a safe landing of the aircraft.

[0063] Based on the above aircraft landing system, the present application embodiment provides an aircraft landing method, referring to Figure 1 , Figure 1 This is a flowchart of the first embodiment of the aircraft landing method of the present application.

[0064] In this embodiment, the method is applied to an aircraft landing system, and the aircraft landing method includes steps S110 to S140:

[0065] Step S110, in response to the landing instruction, determining a target landing point of the aircraft, and planning a landing path of the aircraft based on the target landing point to obtain the landing path of the aircraft;

[0066] Specifically, after receiving the landing command, the aircraft landing system first needs to obtain relevant images of the area surrounding the aircraft, as well as the current aircraft flight status data, through the aircraft's various onboard sensors (e.g., binocular vision-based cameras, infrared sensors, lidar sensors, barometers, GPS (Global Positioning System) sensors, temperature and humidity sensors, etc.). The landing command can be automatically triggered by the aircraft landing system via a preset flight path, or it can be received through interaction between the pilot and the aircraft. It should be noted that this application does not specifically limit the specific method of interaction between the pilot and the aircraft.

[0067] Then, image features are extracted from relevant images of the surrounding area, and feature matching is performed based on the image features of the known landing point to identify several possible landing points in the surrounding area. Combined with the current flight status of the aircraft, a suitable landing point is selected from the possible landing points as the target landing point, and the target landing point is locked at the same time so that the aircraft can subsequently land automatically by dynamically tracking the locked target landing point.

[0068] Then, the precise location information of the target landing point is obtained based on the locked target landing point. Combined with the sensor data of the aircraft, the spatial position information between the aircraft and the landing point is further obtained through the sensor data. The aircraft landing system plans the landing path of the aircraft based on the spatial position information between the aircraft and the landing point, taking into account multiple factors such as the aircraft's dynamic characteristics, landing environment, obstacle avoidance, energy management, and safety, thereby obtaining the landing path of the aircraft.

[0069] It should be understood that the target landing point may also be a landing point pre-set before the aircraft begins flight based on actual flight requirements. In step S110, after receiving the landing command, the aircraft landing system may identify the target landing point based on the pre-set landing point geographic location information and the aircraft's current geographic location information, and lock onto the landing point.

[0070] In a feasible embodiment, the aircraft landing system includes a sensor integration system, which is used to obtain first multimodal fusion data of the landing area; the landing path planning module obtains three-dimensional spatial information of the aircraft based on the first multimodal fusion data; based on the target landing point, surrounding environment information, flight status information and three-dimensional spatial information, the paths of the aircraft's cruise flight phase, tilt transition phase and vertical landing phase are planned separately, and the cruise flight path, tilt transition flight corridor, tilt transition path and vertical landing path are obtained respectively.

[0071] During the entire flight process of the aircraft, the aircraft landing system needs to obtain multimodal fusion data in the space where the aircraft is currently located through the aircraft's sensor integration system, that is, the first multimodal fusion data of the landing area. The landing area refers to the spatial area that the aircraft's sensor integration system can perceive during the flight.

[0072] It should be noted that a sensor integration system refers to a system that collects, integrates, and processes data from multiple different sensor types. In this embodiment, the sensor integration system includes a set of multimodal sensors that can collect comprehensive perspective data of the landing environment, from visible light to infrared spectrum, as well as high-precision terrain and obstacle data. Data fusion technology is then used to fuse and process this multi-source data, uncovering deeper information about the landing environment and generating multimodal fused data. Multimodal sensors include, but are not limited to, high-resolution cameras, infrared sensors, radar, and GPS (Global Positioning System) sensors.

[0073] Based on the above-mentioned aircraft landing system, the step of determining the target landing point of the aircraft in response to the landing instruction may include steps A01 to A03:

[0074] Step A01: In response to a landing instruction, identifying a landing point of the aircraft according to the first multimodal fusion data to obtain a plurality of first landing points;

[0075] Step A02: Calculating a safety factor of the first landing point using a preset landing point risk calculation model;

[0076] The aircraft landing system then uses a preset target recognition algorithm based on the first multimodal fusion data to extract terrain and image features from the terrain and visual data in the first multimodal fusion data. This system then further screens potential landing points based on these features, thereby identifying several possible landing points in the landing area, namely the first landing point. Information about the first landing point is also obtained, including its precise location, its boundary information, and its confidence level. The first landing point is a flat, obstacle-free landing area that meets the requirements for aircraft landing.

[0077] It should be noted that a preset target recognition algorithm refers to a target recognition algorithm pre-installed in the aircraft landing system by relevant personnel based on actual aircraft landing requirements. The target recognition algorithm is an algorithm that has been trained and optimized by relevant personnel based on historical aircraft landing data. It can be an image matching and clustering algorithm based on monocular or binocular vision, or a target detection algorithm based on deep learning. In this embodiment, the preset target recognition algorithm can be implemented by first acquiring an image of the landing point using the aircraft's visual sensor, and then combining a monocular or binocular vision algorithm to construct information such as the spatial position and posture between the landing point and the aircraft. Feature extraction is then performed on the image of the landing point, and landing point recognition is performed using the pre-trained image matching and clustering algorithm based on the extracted image features.

[0078] To ensure safety during the aircraft landing process, the aircraft landing system can combine the aircraft's flight status information and first landing point information with a pre-built landing point risk calculation model to confirm the safety risks of multiple identified first landing points and determine the safety factor for each first landing point. The specific design of the landing point risk calculation model involves first using statistical methods and an expert knowledge base in the aircraft field to identify key risk factors and their weights that affect landing point safety. Then, by analyzing historical aircraft landing process data and incorporating aircraft expert experience, the impact of factors such as flatness, obstacles, safety distance, area size, and weather on landing safety is quantified. Mathematical modeling methods are then used to combine the quantification methods and weights of each risk factor to construct a landing point risk assessment model. For example, a weighted average method or linear regression model is used to calculate the safety factor for each candidate landing point. Furthermore, machine learning algorithms can be used to automatically learn risk factors from a large amount of historical data to optimize the landing point risk assessment model, enabling it to dynamically adjust the weights of each risk factor and the risk assessment criteria, thereby improving the model's adaptability and accuracy. By combining the expert knowledge base in the field of aircraft, additional rules and constraints are provided in the model to ensure reliable landing risk assessment results even in extreme environments, and to achieve a more comprehensive quantitative assessment of the safety of the landing site.

[0079] Step A03: Displaying the safety factor of the first landing point to the pilot via the display system, receiving the pilot's landing point selection instruction, and locking the target landing point from a plurality of first landing points.

[0080] Finally, to further improve landing safety, the target landing point can be screened based on the pilot's flight experience. The aircraft landing system displays all first landing points and their corresponding safety factors to the pilot through the aircraft's display system, allowing the pilot to select the safest and most suitable one from among several first landing points as the target landing point. The pilot then sends a landing point selection instruction to the aircraft landing system through other interactive methods such as the touch screen, voice, or buttons. The aircraft landing system receives the pilot's landing point selection instruction, selects the target landing point, and locks the target landing point.

[0081] It is understandable that after the landing point is locked, the aircraft landing system can immediately start the dynamic tracking function of the landing point to ensure continuous tracking of the position of the target landing point during the landing process of the aircraft.

[0082] It should be understood that when the landing point identified by the aircraft landing system is inaccurate, or the environmental conditions around the identified landing point are not suitable for landing, the pilot can override the control and manually reselect a new landing point, or restart the automatic landing point identification and locking program.

[0083] In this embodiment, a preset target recognition algorithm is used to obtain a first landing point based on the aircraft's surrounding environment information and flight status information, and a safety factor for the first landing point is calculated. Finally, combined with the pilot's experience and judgment, the aircraft's target landing point is locked. This can achieve automatic recognition of the landing point, greatly reducing the pilot's operating pressure during the landing process, and allowing the aircraft to subsequently perform automatic navigation and landing based on the target landing point.

[0084] Based on the above-mentioned aircraft landing system, the step of planning the landing path of the aircraft based on the target landing point to obtain the landing path of the aircraft may further include steps B01 to B02:

[0085] Step B01, obtaining three-dimensional spatial information of the aircraft by solving the first multimodal fusion data;

[0086] It should be understood that the aircraft landing system can obtain real-time information about the aircraft's surrounding environment and flight status based on the first multimodal fusion data. Surrounding environment information refers to environmental information that affects landing safety, such as the terrain, obstacles, and weather conditions surrounding the aircraft; and flight status information refers to flight-related parameters such as the aircraft's speed, altitude, attitude (such as pitch, roll, and yaw), acceleration, angular velocity, rotor attitude, and geographic location (such as latitude and longitude, and altitude).

[0087] The sensor integration system uses multiple onboard cameras, infrared sensors, radars, lidars, temperature and humidity sensors, and pressure sensors to capture visual images during flight. It also detects obstacles in the aircraft's surroundings, the terrain of the landing area, and meteorological data such as wind speed and direction, thereby obtaining information about the aircraft's surrounding environment. The sensor integration system also uses GPS sensors to determine the aircraft's geographic location, obtaining geographic information. Furthermore, sensors such as an inertial measurement unit and a barometer can measure flight parameters such as the aircraft's altitude, acceleration, and angular velocity, thereby obtaining flight status information.

[0088] In this embodiment, the aircraft landing system calculates the position and attitude information of the relevant onboard cameras based on the camera image data in the first multimodal fusion data using a visual pose calculation algorithm. The camera's position and attitude information can then represent the current position and attitude information of the aircraft within the landing area, thereby obtaining precise three-dimensional position and attitude information between the aircraft and the landing point, i.e., three-dimensional spatial information. The visual pose calculation algorithm is an algorithm that estimates the camera's position and attitude in three-dimensional space using image data acquired by the camera. In this embodiment, the visual pose calculation algorithm can include SolvePnP, RANSAC, an end-to-end pose estimation method based on a deep convolutional neural network, or a SLAM (Simultanous Localization and Mapping) algorithm.

[0089] Step B02, based on the target landing point, surrounding environment information, flight status information and three-dimensional space information, the paths of the aircraft's cruise flight phase, tilt transition phase and vertical landing phase are planned separately, and the corresponding cruise flight path, tilt transition flight corridor, tilt transition path and vertical landing path are obtained respectively.

[0090] It should be noted that the preset path planning algorithm refers to an algorithm that is pre-optimized by relevant personnel based on actual aircraft landing requirements and is used to plan the optimal path for the aircraft to safely transition from flight to landing and stably park in the landing area. In this embodiment, the path planning algorithm may include a shortest path algorithm, a genetic algorithm, a reinforcement learning algorithm, a model predictive control algorithm, an A* search algorithm, a Dijkstra algorithm, etc.

[0091] In this embodiment, the preset path planning algorithm can be implemented by the following method: first, a flight environment model is established, including the spatial position information of the target landing point and the aircraft, information about surrounding buildings and obstacles at the target landing point, and a no-fly zone. Then, a path planning algorithm is constructed by comprehensively considering factors such as path distance, path obstacle avoidance requirements, path-related energy consumption, and path time as the cost of the flight path. The path planning algorithm searches for possible flight paths in the flight environment model and selects the optimal path from all possible flight paths based on the principle of minimum path cost. At the same time, real-time environmental data (such as wind speed and meteorological information) also needs to be dynamically input into the path planning algorithm to respond to environmental changes and adjust the path planning. Furthermore, the preset path planning algorithm can also include a path optimization process, such as implementing path planning based on dynamic programming or evolutionary algorithms. For example, in dynamic programming, the path planning problem is decomposed into multiple sub-problems, each of which is solved independently, and its solution is used as input to the next sub-problem, thereby gradually optimizing the entire planned path to obtain the optimal planned path. Alternatively, an evolutionary algorithm can be used to generate multiple candidate solutions for planning paths by simulating the process of natural selection and genetic variation, evaluate the performance of the paths (such as energy consumption, safety, etc.), and then select the optimal solution or combine these candidate solutions to generate a better planning path.

[0092] Specifically, refer to Figure 5 , the aircraft landing system divides the landing path of the aircraft according to the flight phase, and obtains the landing paths corresponding to the cruise flight phase, tilt transition phase, and vertical landing phase. Figure 5 In the image, the hexagonal pattern with the letter 'H' represents the target landing point of the aircraft. Figure 5 In the figure, we can see that the aircraft first confirms the target landing point during the cruise flight phase, and then follows the tilt path ( Figure 5 The aircraft then performs a tilt transition (see the middle dashed line) and automatically navigates to the top of the target landing point, hovering the aircraft, and finally vertically lands at the target landing point.

[0093] First, based on the precise three-dimensional spatial position information of the target landing point and the aircraft, the real-time meteorological data related to the aircraft, and the information of surrounding buildings and obstacles of the target landing point, combined with the current flight status information, a preset path planning algorithm is used to plan the path of the aircraft during the cruise flight phase. This ensures that after the aircraft adjusts its flight status during the cruise flight phase, it can safely and smoothly enter the tilt transition phase, thereby obtaining the cruise flight path.

[0094] Then, based on the precise three-dimensional spatial position information of the target landing point and the aircraft, combined with the current flight status information and the historical tilt transition data of the aircraft during landing, considering the aircraft's rotor lift characteristic limitation, power limitation, maximum tilt angle limitation and other constraints, the preset path planning algorithm is used to obtain the optimal three-dimensional spatial channel of the tilt transition stage, that is, the tilt transition flight corridor, with reference to Figure 5 The narrow corridor is used by the aircraft during the tilt transition phase. When the aircraft performs a tilt transition in the tilt transition flight corridor, the landing safety of the aircraft can be maximized.

[0095] Then, during the tilt transition phase, the optimal flight path of the aircraft within the tilt transition flight corridor is selected based on the precise three-dimensional spatial position information of the target landing point and the aircraft, the real-time meteorological data related to the aircraft, and the information of surrounding buildings and obstacles of the target landing point, combined with the current flight status information, to obtain the tilt transition path.

[0096] Finally, based on the precise three-dimensional spatial position information of the target landing point and the aircraft, the real-time meteorological data related to the aircraft, and the information of surrounding buildings and obstacles of the target landing point, combined with the current flight status information, the preset path planning algorithm is used to plan the path of the aircraft during the vertical landing phase to ensure that the aircraft can safely land vertically to the landing point on the ground, thereby obtaining a vertical landing path.

[0097] Step S120, predicting the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory;

[0098] Understandably, in urban air traffic environments, eVTOL aircraft may face route conflicts with other aircraft. To further enhance landing safety, the aircraft landing system can predict the aircraft's flight trajectory over a period of time to further confirm whether it will deviate from the landing path. This allows for immediate adjustments, such as attitude control and obstacle avoidance, to avoid temporary obstacles or emergencies, ensuring a safe landing.

[0099] Specifically, the aircraft landing system obtains the precise location information of the target landing point based on the locked target landing point, obtains the precise location information of the aircraft based on the flight status information of the aircraft, obtains the spatial location information between the aircraft and the target landing point through the precise location information of the target landing point and the aircraft, and uses one or more algorithms to predict the future short-term flight trajectory of the aircraft based on the current flight status within a preset time in the current three-dimensional space (for example, a three-dimensional space with the target landing point or the aircraft position as the origin), that is, the predicted flight trajectory. When predicting the future short-term trajectory of the aircraft, it is necessary to consider the relevant aerodynamic characteristics of the aircraft during flight, as well as the influence of surrounding environmental factors (such as wind speed, wind direction, air pressure, etc.) on the flight trajectory. Among them, the preset time can be pre-set by relevant personnel based on actual flight needs.

[0100] Among them, the algorithm for predicting the flight trajectory can be a machine learning algorithm driven by historical flight data, or it can be an aircraft dynamics model constructed based on the actual physical characteristics and structure of the aircraft, as well as the performance limitations of the aircraft.

[0101] Step S130, evaluating the flight state of the aircraft during the tilt transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result;

[0102] Step S140: Based on the first evaluation result, a go-around decision is made for the aircraft to determine whether to control the aircraft to perform a go-around to ensure a safe landing of the aircraft.

[0103] Finally, based on the planned landing path and the predicted flight trajectory, the deviation of the aircraft's flight trajectory from the landing path for a period of time is determined. The aircraft's flight status during the tilt transition phase is evaluated to determine whether the aircraft's flight status during the tilt transition phase is suitable for a safe landing, and a first evaluation result is obtained. Based on this first evaluation result, the aircraft undergoes a series of go-around decision-making processes, including confirming whether the path has deviations and whether the tilt transition phase can normally enter the vertical landing phase. This determines whether the aircraft should be controlled to conduct a go-around to ensure a safe landing.

[0104] It should be understood that although the aircraft landing system can be responsible for most flight tasks, the pilot still needs to be ready to take over the flight control of the aircraft at any time and should ensure that the backup aircraft landing system is available.

[0105] This embodiment provides an aircraft landing method. The method determines a target landing point for the aircraft in response to a landing instruction, plans a landing path for the aircraft based on the target landing point, and obtains the landing path for the aircraft. The method predicts the flight trajectory of the aircraft based on flight status information of the aircraft to obtain a predicted flight trajectory. The method evaluates the flight status of the aircraft during a roll transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result. Based on the first evaluation result, a go-around decision is made for the aircraft to determine whether to control the aircraft to perform a go-around to ensure a safe landing of the aircraft.

[0106] The present application determines the target landing point of the aircraft in response to the landing instruction through the landing path planning module, and automatically plans the landing path of the aircraft through the target landing point; at the same time, the trajectory prediction module combines the flight status information of the aircraft to predict the flight trajectory and obtain the predicted flight trajectory; finally, the flight status of the aircraft in the tilt transition phase is evaluated by the missed approach decision module based on the planned landing path and the predicted flight trajectory, and the aircraft is subject to a missed approach decision-making process to confirm whether to control the aircraft to make a missed approach to ensure the safe landing of the aircraft, thereby enhancing the aircraft's automated navigation and landing capability. The missed approach decision module enhances the safety of the aircraft's landing and reduces the pilot's operating burden.

[0107] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 2 , the first multimodal fusion data includes camera image data, and the step B01 includes steps S210 to S220:

[0108] Step S210, obtaining first spatial position and attitude information of the aircraft based on the camera image data by using a monocular vision pose solving algorithm;

[0109] Step S220 , optimizing and correcting the first spatial position and attitude information using a nonlinear optimization algorithm and the flight state information to obtain three-dimensional spatial information of the aircraft.

[0110] In order to further improve the accuracy and safety of aircraft landing, the aircraft landing system can further improve the accuracy of the aircraft's three-dimensional spatial information.

[0111] Specifically, the aircraft landing system first obtains feature points around the target landing point from camera image data and radar data, and then performs feature matching with the image data captured by the onboard camera to obtain the corresponding 2D image feature points of the target landing point. Based on the known 3D information of the target landing point, the 3D point coordinate information of the target landing point and the corresponding 2D image point information are further obtained.

[0112] Then, the three-dimensional point coordinate information and corresponding two-dimensional image point information related to the target landing point, as well as the camera's intrinsic parameter matrix (including focal length, optical center position, distortion parameters, etc.) are input into the monocular vision pose solution algorithm to solve the rotation matrix and translation vector of the onboard camera, thereby obtaining the three-dimensional spatial position and attitude information of the aircraft relative to the target landing point, that is, the first spatial position and attitude information of the aircraft.

[0113] Then, a nonlinear optimization algorithm is used to further optimize the aircraft's initial spatial position and attitude information, reducing position deviations caused by noise or errors. Furthermore, the position and attitude are further corrected using the flight status information, including positioning information, latitude and longitude, altitude information, and aircraft attitude information.

[0114] This embodiment provides an aircraft landing method. A monocular vision pose calculation algorithm is used to calculate first spatial position and attitude information of the aircraft. A nonlinear optimization algorithm and the flight status information are then used to optimize and correct the first spatial position and attitude information. This method can further improve the accuracy of the aircraft's three-dimensional spatial information, allowing subsequent path planning based on more accurate three-dimensional spatial information. Combined with the aircraft's automatic navigation capabilities, this method further improves the accuracy and safety of the aircraft's landing and reduces the pilot's operational burden.

[0115] Based on the first and / or second embodiments of the present application, in the third embodiment of the present application, the same or similar contents as those in the first and / or second embodiments can be referred to above and will not be described in detail. In the aircraft landing system, the tilt transition flight corridor includes a tilt transition flight corridor window. Based on the above aircraft landing system, the predicted flight trajectory includes a predicted hovering point. Please refer to Figure 3 After the above step S130, the method further includes steps S310 to S330:

[0116] Step S310: When the aircraft is in the cruise flight phase, the flight state of the aircraft is adjusted based on the cruise flight path and the predicted flight trajectory to ensure that the flight state can enter the tilt transition flight corridor window;

[0117] Specifically, refer to Figure 5When the aircraft is in the cruise flight phase during the landing process, the aircraft needs to first adjust its flight state according to the cruise flight path and the predicted flight trajectory when approaching the landing point, including first flying level to reduce the flight speed, and then gradually lowering the flight altitude to perform a descending flight, such as a straight descent flight or a rolling descent flight, to ensure that the adjusted flight state of the aircraft meets the conditions for entering the tilt transition phase.

[0118] It should be understood that in order to ensure the landing safety of the aircraft, the pilot needs to communicate with the air traffic control during the cruising flight phase of the aircraft to report the aircraft's position and planned landing maneuvers to ensure the safety of the surrounding airspace.

[0119] Step S320: When the aircraft is in the tilt transition phase and the first evaluation result indicates that the predicted hovering point is within the vertical landing area, the aircraft is controlled to fly according to the tilt transition path, and the aircraft's flight state is adjusted in real time to maintain the aircraft in a perpendicular state relative to the target landing point, thereby achieving hovering of the aircraft.

[0120] It should be noted that the bank transition flight corridor is composed of multiple bank transition flight corridor windows. A bank transition flight corridor window refers to the speed range within which the aircraft can safely and stably fly at different bank angles at a certain point during the bank transition process.

[0121] The predicted flight trajectory during the tilt transition phase reaches the end point of the vertical landing area, that is, the predicted hovering point; the vertical landing area refers to the three-dimensional space area where the aircraft can land vertically at the target landing point. The vertical landing area can be a vertical three-dimensional space corresponding to the landing point area, or a funnel-shaped space with an allowable error range.

[0122] Specifically, when the aircraft is in the tilt transition phase, and the first evaluation result is that the predicted hovering point is in the vertical landing area, such as Figure 5 As shown, the aircraft needs to glide during the tilt transition phase. Therefore, after the aircraft enters the tilt transition flight corridor window, the aircraft landing system needs to adjust the tilt angle of the aircraft's rotating rotors, automatically configure the rotor thrust ratio and rotor speed, thereby controlling the aircraft's glide speed and glide slope, and thus controlling the aircraft to fly according to the planned tilt transition path within the tilt transition flight corridor. At the same time, through the real-time predicted flight trajectory, the deviation between the predicted flight trajectory and the planned tilt transition path is obtained. The deviation is used to automatically control the aircraft to adjust its flight state to ensure that the aircraft can smoothly hover in the vertical landing area above the landing area.

[0123] Step S330: When the aircraft is in the vertical landing phase, the height, position, and attitude of the aircraft are adjusted based on the vertical landing path and the predicted flight trajectory to control the aircraft to land.

[0124] Specifically, refer to Figure 5 Once the aircraft hovers in the vertical landing zone during the landing process, it enters the vertical landing phase. During this phase, the aircraft's landing system adjusts its position based on the locked target landing point to ensure a smooth landing. Simultaneously, the aircraft's altitude is precisely controlled based on the vertical landing path. Combined with the predicted flight trajectory, the aircraft's altitude and position are further adjusted to ensure a vertical landing at the target landing point.

[0125] At the same time, when the aircraft is near the target landing point, the aircraft landing system controls the aircraft to adjust its flight attitude, controls the aircraft to slowly contact the ground, achieves a soft landing, and further improves the accuracy and safety of the aircraft's landing.

[0126] Understandably, after the aircraft successfully lands, the aircraft landing system prompts the pilot to perform a safety check to confirm whether the current landing system data and the status of the aircraft are normal.

[0127] This embodiment provides an aircraft landing method. When the aircraft is in the cruise flight phase, the flight state of the aircraft is adjusted based on the cruise flight path and the predicted flight trajectory to ensure that the flight state can enter the tilt transition flight corridor window. When the aircraft is in the tilt transition phase, the rotor of the aircraft is adjusted based on the tilt transition flight corridor and the tilt transition path to control the descent speed and descent slope of the aircraft. In combination with the predicted flight trajectory, the flight state of the aircraft is adjusted to ensure that the aircraft flies within the tilt transition flight corridor. When the aircraft is in the vertical landing phase, the altitude, position, and attitude of the aircraft are adjusted based on the vertical landing path and the predicted flight trajectory to control the aircraft to land. Through the above scheme, the present application can realize automatic landing according to the planned landing paths of the cruise flight phase, the tilt transition phase, and the vertical landing phase and the real-time predicted flight trajectory, thereby controlling and guiding the aircraft to land according to the landing path, thereby realizing automatic navigation landing of the aircraft, effectively improving the accuracy and safety of the aircraft landing, and reducing the operational burden of the pilot.

[0128] Based on the third embodiment of the present application, in the fourth embodiment of the present application, the same or similar contents as those in the above-mentioned third embodiment can be referred to the above introduction and will not be repeated later.

[0129] The aircraft landing system, before the aircraft enters the tilt transition phase, the go-around decision module is also used to evaluate the flight status of the aircraft based on the cruise flight path and the predicted flight trajectory, confirm whether the flight status meets the flight status conditions for entering the tilt transition flight corridor window, and obtain a second evaluation result.

[0130] The aircraft includes a flight control system, and before the aircraft enters the bank transition phase, the go-around decision module is further configured to, when the second evaluation result indicates that the flight state satisfies a flight state condition for entering a bank transition flight corridor window, evaluate the surrounding environment information to determine whether a preset bank transition environment condition is satisfied;

[0131] When the surrounding environment information meets the preset tilt transition environment conditions, the flight control system controls the aircraft to automatically enter the tilt transition flight corridor window; and / or

[0132] When the surrounding environment information meets the preset tilt transition environment conditions, an operation confirmation prompt is provided to the pilot, and a first confirmation instruction from the pilot is received, and the aircraft is controlled to enter the tilt transition flight corridor window.

[0133] Based on the above aircraft landing system, please refer to Figure 4 , before the above step S140, including steps S410 to S440:

[0134] Step S410, before the aircraft enters the tilt transition phase, the flight state of the aircraft is evaluated based on the cruise flight path and the predicted flight trajectory to determine whether the flight state satisfies a flight state condition for entering a tilt transition flight corridor window;

[0135] Step S420: When the flight state satisfies the flight state condition for entering the tilt transition flight corridor window, the surrounding environment information is evaluated to determine whether the preset tilt transition environment condition is met;

[0136] During a pitching motion, the rotor pitch angle changes, significantly altering the aerodynamic forces and moments. This affects the aircraft's attitude and stability, further making it susceptible to vibration. Aerodynamic forces are the forces exerted by air on the aircraft's wing surfaces. The magnitude and direction of these forces depend on the wing's shape, size, angle of attack, and the speed and direction of the incoming airflow.

[0137] To enhance the safety of the aircraft during the bank transition phase, in this embodiment, the aircraft landing system is required to conduct a comprehensive assessment of the aircraft's flight status and surrounding environmental information based on the cruise flight path and the predicted flight trajectory before the aircraft enters the bank transition phase, confirming whether the current aircraft's flight status satisfies the flight status conditions for entering the bank transition flight corridor window, and whether the surrounding environmental information satisfies the preset bank transition environmental conditions. The flight status conditions for entering the bank transition flight corridor window include restrictions such as aircraft speed, attitude, power, and altitude, while the preset bank transition environmental conditions refer to meteorological conditions and airspace safety conditions set by relevant personnel based on actual aircraft landing requirements.

[0138] Among them, the aircraft speed condition means that the speed of the aircraft needs to be within the speed range limited by the tilt transition flight corridor window corresponding to the current aircraft tilt angle. The attitude condition means that the attitude angle of the aircraft (such as pitch angle, roll angle and yaw angle) needs to be maintained within a certain stable range to avoid the aircraft from losing control during the tilt process. The power condition refers to the maximum limited power that the aircraft's engine or motor can support the aircraft's tilt and stable flight. The altitude condition refers to the altitude range that the aircraft needs to meet before entering the tilt transition flight corridor window to ensure that there is enough space for tilt operations.

[0139] Among them, meteorological conditions refer to the requirements for meteorological factors such as wind speed, wind direction, temperature, air pressure, visibility, and cloud height that affect the visual identification of aircraft. Since severe weather such as strong winds, thunderstorms, and low visibility will have an adverse effect on the aircraft's tilt transition process, it is necessary to avoid situations that are not suitable for automatic landing of the aircraft in advance. The airspace safety condition is the requirement that there are no other aircraft and obstacles in the airspace occupied by the aircraft during the tilt transition process. It should be understood that the flight state conditions for entering the tilt transition flight corridor window can be further calculated through the tilt transition flight corridor obtained above, combined with multiple constraints such as the aircraft's rotor lift characteristic limit, power limit, and maximum tilt angle limit. At the same time, the preset tilt transition environment conditions can be obtained by relevant personnel based on historical flight data and flight experience, and preset in the aircraft landing system.

[0140] Step S430, when the surrounding environment information meets the preset tilt transition environment conditions, the flight control system controls the aircraft to automatically enter the tilt transition flight corridor window; and / or

[0141] Step S440: When the surrounding environment information meets the preset tilt transition environment conditions, an operation confirmation prompt is provided to the pilot, and a first confirmation instruction from the pilot is received, and the aircraft is controlled to enter the tilt transition flight corridor window.

[0142] Specifically, before the aircraft enters the tilt transition stage, the current flight status of the aircraft has met the flight status conditions for entering the tilt transition flight corridor window, and the surrounding environment information has also met the preset tilt transition environment conditions. The aircraft landing system can automatically control the aircraft to enter the tilt transition flight corridor window through the aircraft's flight control system.

[0143] To further improve the safety of the aircraft during landing, after the surrounding environment information meets the preset tilt transition environmental conditions, the aircraft landing system can also combine the pilot's flight experience to provide the pilot with a "confirm operation" button or touch key or voice prompt, so that the pilot can judge whether to let the aircraft landing system control the aircraft to enter the tilt transition flight corridor window, thereby officially starting the tilt transition.

[0144] When the pilot confirms that the aircraft landing system controls the aircraft to enter the tilt transition flight corridor window, the pilot sends a first confirmation instruction to the aircraft landing system by interacting with the aircraft landing system, so that the aircraft landing system receives the pilot's first confirmation instruction and controls the aircraft to enter the tilt transition flight corridor window.

[0145] Furthermore, in the aircraft landing system, before the aircraft enters the tilt transition phase, the go-around decision module is also used to provide a go-around warning to the pilot when the second evaluation result is that the flight status does not meet the flight status conditions for entering the tilt transition flight corridor window; and / or when the surrounding environment information does not meet the preset tilt transition environment conditions, provide a go-around warning to the pilot.

[0146] It should be understood that before the aircraft enters the tilt transition phase, the current flight status of the aircraft does not meet the flight status conditions for entering the tilt transition flight corridor window, and / or the surrounding environment information does not meet the preset tilt transition environment conditions. The aircraft landing system can provide the pilot with a prompt of "not meeting the conditions for entering the tilt transition flight corridor window" and provide a go-around warning to enable the pilot to override the control and manually adjust the flight status of the aircraft or perform a go-around operation through the aircraft's control unit (such as a joystick, etc.).

[0147] It should be understood that if the current flight status of the aircraft does not meet the flight status conditions for entering the tilt transition flight corridor window, the aircraft landing system can also automatically readjust the flight status of the aircraft until it meets the flight status conditions for entering the tilt transition flight corridor window.

[0148] This embodiment provides an aircraft landing method. Before the aircraft enters the tilt transition phase, it confirms whether the aircraft's flight status and surrounding environment information meet the flight status conditions for entering the tilt transition flight corridor window and preset tilt transition environment conditions. Combined with the pilot's experience, it further determines whether to perform the aircraft's tilt transition, thereby ensuring the accuracy and safety of the aircraft's landing, while also reducing the pilot's operating burden.

[0149] Based on the first embodiment and / or the second embodiment and / or the third embodiment of the present application, in the fifth embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment one, embodiment two and / or embodiment three can be referred to the above introduction and will not be repeated later.

[0150] In the aircraft landing system, the trajectory prediction module includes a hovering point prediction module, which is used to predict the hovering point of the aircraft before it enters the vertical landing phase and obtain the predicted hovering point;

[0151] When the aircraft is in the tilt transition phase, the go-around decision module is further configured to evaluate whether the predicted hovering point is within the vertical landing area and obtain a first evaluation result;

[0152] When the first evaluation result indicates that the predicted hovering point is within the vertical landing area, controlling the aircraft to fly according to the tilt transition path, and adjusting the flight state of the aircraft in real time to keep the aircraft perpendicular to the target landing point, thereby achieving hovering of the aircraft;

[0153] When the first evaluation result is that the predicted hovering point is not within the vertical landing area, providing a missed approach warning to the pilot; and / or

[0154] When the aircraft is in the bank transition phase, the go-around decision module is further configured to evaluate whether a deviation between the bank transition path and the predicted flight trajectory exceeds a preset first threshold, and obtain a first evaluation result;

[0155] When the first evaluation result indicates that the deviation exceeds a preset first threshold, a path deviation prompt is given to the pilot, an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

[0156] Based on the above-mentioned aircraft landing system, the predicted flight trajectory includes a predicted hovering point, and the step S130 includes step S510:

[0157] Step S510, before the aircraft enters the vertical landing phase, confirming whether the predicted hovering point is within the vertical landing area;

[0158] The step S140 includes steps S520 to S530:

[0159] Step S520: When the predicted hovering point is within the vertical landing area, controlling the aircraft to fly according to the tilt transition path, and adjusting the flight state of the aircraft in real time to keep the aircraft perpendicular to the target landing point, thereby achieving hovering of the aircraft.

[0160] Step S530: When the predicted hovering point is not within the vertical landing area, a go-around warning is provided to the pilot.

[0161] Specifically, before the aircraft enters the vertical landing phase, the aircraft landing system needs to confirm whether the predicted flight trajectory during the tilt transition phase reaches the end point of the vertical landing area, that is, the predicted hovering point, within the vertical landing area, where the vertical landing area refers to the three-dimensional space area where the aircraft can land vertically at the target landing point. The vertical landing area can be a vertical three-dimensional space corresponding to the landing point area, or a funnel-shaped space with an allowable error range.

[0162] When the predicted hovering point is within the vertical landing area, the aircraft landing system controls the aircraft to fly according to the tilt transition path, and adjusts the aircraft's flight state in real time based on the predicted flight trajectory to ensure that the aircraft flies according to the controlled tilt transition path.

[0163] When the aircraft approaches the predicted hovering point, the aircraft landing system fine-tunes the position and attitude of the aircraft by predicting the position and altitude of the hovering point, thereby controlling the aircraft to be in a vertical state with the target landing point to achieve hovering of the aircraft.

[0164] When the predicted hovering point is not within the vertical landing area, the aircraft landing system provides the pilot with a prompt indicating that the predicted hovering point is not within the vertical landing area and provides a go-around warning, allowing the pilot to perform override control. The system also allows the pilot to visually confirm the specific deviation of the predicted hovering point through the display system. The pilot can then determine whether to perform override control based on the specific deviation, that is, manually adjust the aircraft's flight state through the aircraft's control unit (such as a joystick, etc.) if necessary to change the predicted flight trajectory so that the predicted hovering point falls within the vertical landing area.

[0165] Furthermore, the method further includes steps SC01-SC02:

[0166] Step SC01, when the aircraft is in a tilt transition phase, evaluating whether a deviation between the tilt transition path and a predicted flight trajectory exceeds a preset first threshold, and obtaining a first evaluation result;

[0167] Step SC02: When the first evaluation result indicates that the deviation exceeds a preset first threshold, a path deviation prompt is given to the pilot, an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

[0168] It is understandable that during the landing process of the aircraft, whether in the tilt transition phase or the vertical landing phase, the pilot should have the highest control of the aircraft to ensure the safety of the aircraft when the aircraft landing system fails or cannot handle emergencies.

[0169] It should be noted that the preset first threshold refers to the maximum allowable deviation from the roll transition path, set by personnel based on actual aircraft landing safety requirements and landing flight experience. Override control occurs when the aircraft's landing system is unable to handle or respond to an emergency, allowing the pilot to manually take over control of the aircraft to ensure flight safety and a smooth landing.

[0170] Specifically, during the tilt transition phase of the aircraft, when the deviation between the planned tilt transition path and the predicted tilt transition path of the aircraft exceeds a preset first threshold, the pilot is provided with a prompt of the path deviation through the deviation display or voice broadcast on the aircraft's display screen, so that the pilot can confirm whether to perform override control and adjust the flight status of the aircraft through the control unit so that the predicted flight trajectory approaches the tilt transition path. The pilot can then decide whether to intervene in the operation based on the specific deviation situation.

[0171] During the roll transition phase of the landing process, if there is a deviation between the planned landing path and the predicted flight trajectory, and the pilot is prompted with the path deviation, when the pilot confirms the need for override control, the system interacts with the aircraft landing system and sends an override control instruction to the aircraft landing system, so that the aircraft landing system receives the pilot's override control instruction and adjusts the aircraft's flight status according to the override control instruction.

[0172] It should be understood that when the aircraft landing system hardware or software fails, such as sensor failure, communication interruption, computer crash, etc., the pilot can override the control, manually control the flight status of the aircraft, and perform a manual landing.

[0173] This embodiment provides an aircraft landing method. Before the aircraft enters the vertical landing phase, the method confirms whether the predicted hovering point is within the vertical landing area or whether the trajectory deviation exceeds a threshold. The method then uses the pilot's experience to further determine whether to continue the aircraft's tilt transition and then hover, thereby achieving automatic navigation and landing of the aircraft. This effectively improves the accuracy and safety of the aircraft's landing while also reducing the pilot's operational burden.

[0174] Based on the fifth embodiment of the present application, in the sixth embodiment of the present application, the same or similar contents as those in the above-mentioned fifth embodiment can be referred to the above introduction and will not be repeated later.

[0175] The aircraft includes a flight control system. When the aircraft is in a hovering state, the go-around decision module is further used to confirm whether the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions; when the surrounding environment information and the flight status information of the aircraft do not meet the preset vertical landing conditions, provide a go-around warning to the pilot; when the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, control the aircraft to automatically enter the vertical landing phase through the flight control system; and / or when the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, provide an operation confirmation prompt to the pilot, receive a second confirmation instruction from the pilot, and control the aircraft to enter the vertical landing phase.

[0176] The aircraft landing method further includes steps S610 to S640:

[0177] Step S610: After the aircraft is in hovering, confirm whether the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions;

[0178] Step S620: When the surrounding environment information and the flight status information of the aircraft do not satisfy the preset vertical landing condition, providing a missed approach warning to the pilot;

[0179] Step S630: When the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, the flight control system controls the aircraft to automatically enter the vertical landing phase;

[0180] and / or step S640, when the ambient environment information and the flight status information of the aircraft meet the preset vertical landing conditions, providing an operation confirmation prompt to the pilot, receiving a second confirmation instruction from the pilot, and controlling the aircraft to enter the vertical landing phase;

[0181] It should be noted that the preset vertical landing conditions refer to the flight altitude, speed, attitude, and other conditions for vertical landing of the aircraft, as well as the surrounding environmental conditions of the landing area, which are pre-set by relevant personnel based on actual aircraft landing requirements, flight experience, relevant laws, regulations, and industry rules. Among them, environmental conditions refer to the safety conditions of the landing area set by relevant personnel based on actual aircraft landing requirements. The safety conditions of the landing area include the ground conditions of the landing area, which refer to the requirements for factors such as ground flatness, hardness, obstacles, and human activities.

[0182] Specifically, after the aircraft is in hovering, the aircraft landing system needs to obtain the surrounding environment information of the target landing point through the aforementioned surrounding environment information before the aircraft enters the vertical landing phase, and conduct a comprehensive assessment of the surrounding environment information of the target landing point and the flight status of the aircraft to confirm whether the preset vertical landing conditions are met.

[0183] Only when the surrounding environment information of the target landing point and the flight status information of the aircraft meet the preset vertical landing conditions, the aircraft landing system can automatically control the aircraft to enter the vertical landing phase through the aircraft's flight control system and perform automatic landing.

[0184] To further improve the safety of the aircraft during landing, after the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, the aircraft landing system can also combine the pilot's flight experience to provide the pilot with a "confirm operation" button or touch key or voice prompt, so that the pilot can determine whether to let the aircraft landing system control the aircraft to enter the vertical landing phase, thereby officially starting the vertical landing.

[0185] When the pilot confirms that the aircraft landing system controls the aircraft to enter the vertical landing phase, the second confirmation instruction is sent to the aircraft landing system by interacting with the aircraft landing system, so that the aircraft landing system receives the second confirmation instruction from the pilot and controls the aircraft to enter the vertical landing phase.

[0186] It should be understood that after the aircraft is in hover, when the surrounding environment information of the target landing point and the flight status information of the aircraft do not meet the preset vertical landing conditions, the aircraft landing system can provide the pilot with a prompt that "the preset vertical landing conditions are not met" and a go-around warning, so that the pilot can override the control and manually adjust the flight status of the aircraft or perform a go-around operation through the aircraft's control unit (such as a joystick, etc.).

[0187] This embodiment provides an aircraft landing method. After the aircraft hovers in a vertical landing area, the method determines whether the surrounding environment information and the aircraft's flight status information meet preset vertical landing conditions. Combined with the pilot's experience, the method further determines whether to perform a vertical landing of the aircraft, thereby achieving automatic navigation landing of the aircraft. This effectively improves the accuracy and safety of the aircraft's landing, while also reducing the pilot's operational burden.

[0188] Based on the sixth embodiment of the present application, in the seventh embodiment of the present application, the same or similar contents as those in the above-mentioned sixth embodiment can be referred to the above introduction and will not be repeated later.

[0189] In the aircraft landing system, when the aircraft is in the vertical landing phase and the deviation between the vertical landing path and the predicted flight trajectory exceeds a preset second threshold, the go-around decision module is further configured to provide a path deviation prompt to the pilot, receive an override command from the pilot, and adjust the flight state of the aircraft based on the override command.

[0190] Based on the above aircraft landing system, the method further includes step S710:

[0191] Step S710: When the aircraft is in the vertical landing phase and the deviation between the vertical landing path and the predicted flight trajectory exceeds a preset second threshold, a path deviation prompt is given to the pilot, and an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

[0192] It is understandable that during the landing process of the aircraft, whether in the tilt transition phase or the vertical landing phase, the pilot should have the highest control of the aircraft to ensure the safety of the aircraft when the aircraft landing system fails or cannot handle emergencies.

[0193] It should be noted that the preset second threshold refers to the maximum allowable deviation from the vertical path, set by personnel based on actual aircraft landing safety requirements and landing flight experience. Override control occurs when the aircraft's landing system is unable to handle or respond to an emergency, allowing the pilot to manually take over control of the aircraft to ensure flight safety and a smooth landing.

[0194] During the vertical landing phase of the aircraft, when the deviation between the planned vertical landing path and the predicted vertical landing path of the aircraft exceeds a preset second threshold, the pilot is provided with a path deviation prompt through the aircraft's display screen or voice broadcast, so that the pilot can confirm whether to perform override control and adjust the aircraft's flight status through the control unit to make the predicted flight trajectory approach the tilt transition path. The pilot can then decide whether to intervene in the operation based on the specific deviation situation.

[0195] During the vertical landing phase of the landing process, if there is a deviation between the planned landing path and the predicted flight trajectory, and the pilot is prompted with the path deviation, when the pilot confirms the need for override control, the system interacts with the aircraft landing system and sends an override control instruction to the aircraft landing system, so that the aircraft landing system receives the pilot's override control instruction and adjusts the aircraft's flight status according to the override control instruction.

[0196] It should be understood that when the aircraft landing system hardware or software fails, such as sensor failure, communication interruption, computer crash, etc., the pilot can override the control, manually control the flight status of the aircraft, and perform a manual landing.

[0197] This embodiment provides an aircraft landing method. By detecting the deviation between the planned landing path and the predicted flight trajectory when the aircraft is in the vertical landing phase, and by detecting whether the deviation exceeds a preset threshold, the pilot is prompted to perform override control. This can effectively reduce the pilot's operating burden and further improve the accuracy and safety of the aircraft landing.

[0198] Based on the first embodiment and / or the second embodiment and / or the third embodiment and / or the fourth embodiment and / or the fifth embodiment and / or the sixth embodiment and / or the seventh embodiment of the present application, in the eighth embodiment of the present application, the same or similar contents as those in the above-mentioned first embodiment, second embodiment, third embodiment, fourth embodiment, fifth embodiment, sixth embodiment and / or seventh embodiment can be referred to the above introduction and will not be described in detail. On this basis, the aircraft landing system includes a display system, and the method further includes the following steps:

[0199] The display system at least displays the landing path and predicted flight trajectory of the aircraft to assist the pilot in monitoring and adjusting the landing process of the aircraft, wherein the display system includes at least one of a primary flight display, a head-up display, and a multi-function display.

[0200] Specifically, the aircraft landing system displays at least the landing path and predicted flight trajectory of the aircraft through a display system, thereby ensuring that the pilot obtains relevant flight information, thereby helping to reduce the pilot's driving burden, and also helping to improve the pilot's situational awareness and assisted landing capabilities, thereby improving the overall safe landing capability.

[0201] Before planning the landing path, the aircraft's landing system displays the identified landing point on the aircraft's surroundings via a head-up display (HUD) using a visual overlay, allowing the pilot to lock onto the final target landing point. The HUD's image is formed on the windshield at the front of the aircraft.

[0202] When the aircraft is in the bank transition phase, the aircraft landing system can display relevant information about the bank transition guidance to the pilot through the aircraft's primary flight display (PFD), so that the pilot can monitor the aircraft's flight status in real time. The relevant information about the bank transition guidance includes the bank transition flight corridor window, the locked landing point area, and the predicted hovering point. The aircraft landing system can also allow the pilot to visually confirm whether the predicted hovering point is within the landing point area through the display system. When a deviation occurs, the pilot can determine whether to intervene based on the deviation, that is, to make manual adjustments through the aircraft's control unit (such as a joystick, etc.) if necessary. At the same time, the aircraft landing system can display the planned trajectory and predicted trajectory of the bank transition phase through the multi-function display (MFD), where different colors can be used to distinguish the planned trajectory and predicted trajectory.

[0203] When the aircraft is in the vertical landing phase, the aircraft landing system can also display the planned trajectory and predicted trajectory of the vertical landing phase through the head-up display (HUD) to assist the pilot in real-time monitoring and adjustment of the aircraft's vertical landing.

[0204] It should be understood that the display objects of the above-mentioned display system include but are not limited to relevant data of flight status, geographical information such as obstacles and landing area terrain, and real-time surrounding environment information such as meteorological data information.

[0205] This embodiment provides an aircraft landing method that uses a display system to display at least the aircraft's landing path and predicted flight trajectory to the pilot, thereby assisting the pilot in real-time monitoring and adjustment of the aircraft's landing process, thereby further improving the accuracy and safety of the aircraft's landing.

[0206] The present application provides a vertical take-off and landing aircraft, which includes the aircraft landing system as described above.

[0207] The present application also 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 that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the aircraft landing method in the above-mentioned embodiment example.

[0208] Reference below Figure 6, which shows a schematic structural diagram of a vertical take-off and landing aircraft suitable for implementing the embodiments of the present application. The vertical take-off and landing aircraft in the embodiments of the present application may include, but is not limited to, the following professional equipment: a flight control computer, an avionics computer, an embedded computing device, a ground control station, an automatic landing system, a lidar system, an inertial navigation system (INS), a global positioning system receiver, a visual navigation system, an infrared imaging device, a radar altimeter, an ultrasonic sensor, and an on-board terminal (such as an on-board navigation terminal). The above-mentioned equipment can be used alone or in combination to ensure that the aircraft landing method disclosed in this application can be implemented, so that the aircraft can complete the landing operation safely and accurately. Figure 6 The vertical take-off and landing aircraft shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0209] like Figure 6 As shown, the vertical take-off and landing aircraft may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 1002 or programs loaded from a storage device 1003 into a random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the operation of the vertical take-off and landing aircraft. Processing device 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems may be connected to I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage device 1003 including, for example, a magnetic tape, hard disk, etc.; and communication device 1009. Communication device 1009 can allow the vertical take-off and landing aircraft to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vertical take-off and landing aircraft with various systems, it should be understood that it is not required to implement or have all of the systems shown. More or fewer systems may be implemented or have instead.

[0210] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0211] The VTOL aircraft provided in this application, utilizing the aircraft landing method described in the aforementioned embodiment, can address the technical issues of insufficient automatic landing capabilities and low eVTOL aircraft landing safety in existing eVTOL aircraft landing systems. Compared to the prior art, the VTOL aircraft provided in this application achieves the same beneficial effects as the aircraft landing method described in the aforementioned embodiment. Other technical features of this VTOL aircraft are the same as those disclosed in the aforementioned embodiment and are not further elaborated upon here.

[0212] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0213] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0214] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent processing scope of the present application.

Claims

1. An aircraft landing system, characterized in that: The aircraft landing system is applied to a tiltrotor vertical take-off and landing aircraft, and the aircraft landing system includes: a landing path planning module, configured to determine a target landing point for the aircraft in response to a landing instruction, and plan a landing path for the aircraft based on the target landing point to obtain a landing path for the aircraft; A trajectory prediction module, configured to predict the flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory; a go-around decision module, configured to evaluate the flight state of the aircraft during the bank transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; and perform a go-around decision on the aircraft based on the first evaluation result to determine whether to control the aircraft to perform a go-around to ensure a safe landing of the aircraft; The aircraft landing system includes a sensor integration system, wherein the sensor integration system is used to obtain first multimodal fusion data of a landing area; The landing path planning module calculates three-dimensional spatial information of the aircraft based on the first multimodal fusion data; and plans paths for the aircraft during the cruise flight phase, the tilt transition phase, and the vertical landing phase based on the target landing point, the surrounding environment information, the flight status information, and the three-dimensional spatial information, thereby respectively obtaining a cruise flight path, a tilt transition flight corridor, a tilt transition path, and a vertical landing path. The trajectory prediction module includes a hovering point prediction module, which is used to predict the hovering point of the aircraft before entering the vertical landing phase and obtain a predicted hovering point; When the aircraft is in the tilt transition phase, the go-around decision module is further configured to evaluate whether the predicted hovering point is within a vertical landing region and obtain a first evaluation result; and / or When the aircraft is in the bank transition phase, the go-around decision module is further configured to evaluate whether a deviation between the bank transition path and the predicted flight trajectory exceeds a preset first threshold, and obtain a first evaluation result; When the aircraft is in the bank transition phase, the missed approach decision module is further configured to, if the first assessment result indicates that the predicted hovering point is within the vertical landing area, control the aircraft to fly along the bank transition path, and adjust the aircraft's flight state in real time to maintain the aircraft in a vertical state relative to the target landing point, thereby achieving hovering of the aircraft; and / or When the first evaluation result indicates that the deviation exceeds a preset first threshold, a path deviation prompt is given to the pilot, an override command from the pilot is received, and the flight state of the aircraft is adjusted based on the override command.

2. The system according to claim 1, wherein The tilting transition flight corridor includes a tilting transition flight corridor window; Before the aircraft enters the tilt transition phase, the go-around decision module is further used to evaluate the flight status of the aircraft based on the cruise flight path and the predicted flight trajectory, confirm whether the flight status meets the flight status conditions for entering the tilt transition flight corridor window, and obtain a second evaluation result.

3. The system as claimed in claim 1, wherein: When the aircraft is in the bank transition phase, the go-around decision module is further configured to provide a go-around warning to the pilot when the first evaluation result indicates that the predicted hovering point is not within the vertical landing area.

4. The system according to claim 2, wherein: The aircraft includes a flight control system, Before the aircraft enters the bank transition phase, the go-around decision module is further configured to, when the second evaluation result indicates that the flight state satisfies a flight state condition for entering a bank transition flight corridor window, evaluate the surrounding environment information to determine whether a preset bank transition environment condition is satisfied; When the surrounding environment information meets the preset tilt transition environment conditions, the flight control system controls the aircraft to automatically enter the tilt transition flight corridor window; and / or When the surrounding environment information meets the preset tilt transition environment conditions, an operation confirmation prompt is provided to the pilot, and a first confirmation instruction from the pilot is received, and the aircraft is controlled to enter the tilt transition flight corridor window.

5. The system as claimed in claim 4, characterized in that Before the aircraft enters the tilt transition phase, the go-around decision module is further configured to provide a go-around warning to the pilot when the second evaluation result indicates that the flight state does not satisfy a flight state condition for entering the tilt transition flight corridor window; and / or When the surrounding environment information does not meet the preset tilt transition environment conditions, a go-around warning is provided to the pilot.

6. The system as claimed in claim 3, wherein: The aircraft includes a flight control system, When the aircraft is in hovering, the missed approach decision module is further used to confirm whether the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions; When the surrounding environment information and the flight status information of the aircraft do not meet the preset vertical landing conditions, providing a missed approach warning to the pilot; When the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, the flight control system controls the aircraft to automatically enter the vertical landing phase; and / or When the surrounding environment information and the flight status information of the aircraft meet the preset vertical landing conditions, an operation confirmation prompt is provided to the pilot, and a second confirmation instruction from the pilot is received to control the aircraft to enter the vertical landing phase.

7. The system as claimed in claim 6, characterized in that When the aircraft is in the vertical landing phase and the deviation between the vertical landing path and the predicted flight trajectory exceeds a preset second threshold, the go-around decision module is further configured to provide a path deviation prompt to the pilot, receive an override command from the pilot, and adjust the flight state of the aircraft based on the override command.

8. An aircraft landing method, characterized in that: The method is applied to an aircraft landing system according to any one of claims 1 to 7, and the method comprises: In response to the landing instruction, determining a target landing point of the aircraft, and planning a landing path of the aircraft based on the target landing point to obtain a landing path of the aircraft; Predicting a flight trajectory of the aircraft based on the flight status information of the aircraft to obtain a predicted flight trajectory; evaluating the flight state of the aircraft during the tilt transition phase based on the landing path and the predicted flight trajectory to obtain a first evaluation result; Based on the first evaluation result, a go-around decision is made for the aircraft to determine whether to control the aircraft to perform a go-around to ensure a safe landing of the aircraft.

9. A vertical take-off and landing aircraft, characterized in that: The aircraft comprises an aircraft landing system according to any one of claims 1 to 7.

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