Split type aircraft with multi-parachute safe landing system

Abstract

The invention provides a split type aircraft with a multi-parachute safe landing system. The split type aircraft comprises a cabin; the flight device is detachably connected with the cabin body; the first parachute is arranged at the top of the cabin body; the second parachute is arranged at the tail part of the cabin body; the control system is used for controlling the cabin body to be disconnected from the flight device and controlling the second parachute to be opened so as to enable the cabin body to be separated from the flight device under the condition that the landing condition is met; and after the cabin body is separated from the flight device, the first parachute is controlled to be opened. In the landing process, the first parachute does not need to bear the overall weight of the split type aircraft, and the weight burden is small. And meanwhile, as the flight device is separated from the cabin body through the second parachute before the cabin body descends, the flight device can be prevented from disturbing and even damaging the first parachute. Therefore, safe landing of the cabin body of the split type aircraft is guaranteed, so that the safety of core parts in the cabin body and passengers or transported objects is guaranteed, and the overall safety is improved.

Description

Technical Field

[0001] The present invention relates to the field of flight technology, and particularly to a split-type aircraft with a multi-parachute safety landing system. Background Art

[0002] During flight, an aircraft may encounter emergencies such as system failures, power outages, and out-of-control situations. If not handled properly, it may lead to damage or even crash of the aircraft. For an aircraft with passengers, it may pose a threat to the lives of the passengers. Therefore, the emergency landing system of an aircraft is particularly important. In related technologies, a whole-aircraft parachute system is usually adopted, that is, when an emergency occurs to the aircraft, the whole aircraft descends together through the whole-aircraft parachute system. The whole-aircraft parachute system in related technologies has an excessive load, resulting in extremely high requirements for volume and strength, and it is difficult to ensure safety and reliability. In addition, the parachute ropes of the whole-aircraft parachute are easily cut or disturbed by the rotors or propellers of the aircraft, affecting the normal deployment of the parachute. These problems lead to safety risks in the landing of the aircraft, and the safety of the aircraft needs to be improved. Summary of the Invention

[0003] The present application provides a split-type aircraft with a multi-parachute safety landing system to reduce the safety risks during the landing of the aircraft, thereby improving the safety of the aircraft.

[0004] The present application provides a split-type aircraft with a multi-parachute safety landing system, including: a cabin; a flight device detachably connected to the cabin; a first parachute arranged on the top of the cabin; a second parachute arranged at the tail of the cabin; a control system for controlling the disconnection of the cabin from the flight device and controlling the opening of the second parachute to separate the cabin from the flight device when the landing conditions are met; and, after the cabin is separated from the flight device, controlling the opening of the first parachute.

[0005] Optionally, the split-type aircraft further includes a parachute closing mechanism connected between the second parachute and the cabin for closing the second parachute; and the parachute closing mechanism is electrically connected to the control system; the control system is used for controlling the parachute closing mechanism to close the second parachute after the cabin is separated from the flight device, and controlling the opening of the first parachute after the second parachute is closed.

[0006] Optionally, the split-type aircraft further includes a parachute release device for releasing the second parachute to separate the second parachute from the cabin; and the parachute release device is electrically connected to the control system; the control system is used for controlling the parachute release device to release the second parachute to separate the second parachute from the cabin after the cabin is separated from the flight device, and controlling the opening of the first parachute after the second parachute is separated from the cabin.

[0007] Optionally, the separable aircraft further includes a first adjustment mechanism, which is connected to the first parachute and is used to controllably adjust the deployment area of the first parachute; and the first adjustment mechanism is electrically connected to the control system; the control system is used to control the first adjustment mechanism to adjust the deployment area of the first parachute when the first parachute is opened.

[0008] Optionally, the separable aircraft further includes a monitoring system, which is used to monitor the state data of the cabin when the first parachute is opened; the control system is electrically connected to the monitoring system and is used to control the first adjustment mechanism to adjust the deployment area of the first parachute according to the state data of the cabin.

[0009] Optionally, the cabin state data includes the descending speed of the cabin; the control system is used to control the first adjustment mechanism to increase the deployment area of the first parachute when the first parachute is opened and the descending speed of the cabin is greater than the first descending speed threshold; and / or, the control system is used to control the first adjustment mechanism to decrease the deployment area of the first parachute when the first parachute is opened and the descending speed of the cabin is less than the second descending speed threshold.

[0010] Optionally, the cabin state data includes the wind speed on the surface of the cabin; the control system is used to control the first adjustment mechanism to decrease the deployment area of the first parachute when the first parachute is opened and the wind speed on the surface of the cabin meets the set disturbance condition.

[0011] Optionally, the control system is used to control the first adjustment mechanism to decrease the area of the first region in the first parachute and / or increase the area of the second region in the first parachute when the first parachute is opened and the cabin state data indicates that the relative two sides of the cabin along the set horizontal direction are not at the same height; wherein, the first region is the region of the first parachute corresponding to the side of the cabin at the first height, the second region is the region of the first parachute corresponding to the side of the cabin at the second height, and the first height is greater than the second height.

[0012] Optionally, the control system is used to control the first adjustment mechanism to uniformly decrease the deployment area of the first parachute when the first parachute is opened and the cabin state data indicates that the cabin oscillates.

[0013] Optionally, the separable aircraft further includes a second adjustment mechanism, which is connected to the first parachute and is electrically connected to the control system and is used to controllably adjust the deployment area of the second parachute; a monitoring system, which is electrically connected to the control system and is used to monitor the flight state data of the separable aircraft during flight; the control system is used to determine the target deployment area of the second parachute according to the flight state data and control the second adjustment mechanism to deploy the second parachute to the target deployment area according to the target deployment area.

[0014] Optionally, the flight state data includes the flight speed; the control system is configured to determine the target deployment area of the second parachute according to the flight speed, wherein the target deployment area of the second parachute is negatively correlated with the flight speed.

[0015] Optionally, the split-type aircraft further includes: a plurality of attitude correction thrusters, electrically connected to the control system, the plurality of attitude correction thrusters are arranged at different positions outside the cabin body and are used for controlled gas ejection; a monitoring system for monitoring the cabin body movement data of the cabin body; the control system is electrically connected to the attitude correction thrusters and the monitoring system and is configured to control the attitude correction thrusters to eject gas according to the cabin body movement data of the cabin body.

[0016] Optionally, the split-type aircraft further includes a landing stability system provided in at least one of the cabin body, the first parachute, and the second parachute; the landing stability system includes: one or more of a first pneumatic adjustment device provided on the outer surface of the cabin body, a second pneumatic adjustment device connected to the first parachute, a third pneumatic adjustment device connected to the second parachute, a movable counterweight device provided in the cabin body, a landing buffer device provided on the outer surface of the cabin body, and a landing support device provided on the outer surface of the cabin body.

[0017] Optionally, the split-type aircraft further includes a monitoring system communicatively connected to the control system for monitoring the operation data during the flight of the split-type aircraft; the control system is configured to determine whether the current landing condition is met according to the operation data during the flight of the split-type aircraft monitored by the monitoring system.

[0018] Optionally, the split-type aircraft further includes: a power supply system including a main power supply and a backup power supply, and the power supply system is electrically connected to the monitoring system and the control system.

[0019] In the split-type aircraft provided by the present application, during the landing process, the first parachute does not need to bear the overall weight of the split-type aircraft, and the weight burden is small. At the same time, since the flight device has been separated from the cabin body by the second parachute before the cabin body descends, it is possible to avoid the flight device from disturbing or even damaging the first parachute. Thus, it is beneficial to ensure the safe landing of the cabin body of the split-type aircraft, thereby ensuring the safety of the core components inside the cabin body and the passengers or the transported objects, and improving the overall safety of the split-type aircraft.

[0020] In addition, in the embodiment of the present application, the separation of the cabin body and the flight device is achieved by the second parachute. Compared with a complex ejection structure, it is not only beneficial to reduce the manufacturing cost and maintenance cost, but also has higher reliability in the actual application process due to its simpler structural configuration. Description of the Drawings

[0021] Figure 1It is a schematic structural diagram of a split aircraft with a multi-parachute safety landing system provided by an embodiment of the present application;

[0022] Figure 2 It is a schematic structural diagram of a split aircraft with a multi-parachute safety landing system provided by another embodiment of the present application;

[0023] Figure 3 It is a schematic connection diagram of a split aircraft with a multi-parachute safety landing system provided by an embodiment of the present application;

[0024] Figure 4 It is a schematic state diagram of a split aircraft with a multi-parachute safety landing system provided by an embodiment of the present application;

[0025] Figure 5 It is a schematic state diagram of a split aircraft with a multi-parachute safety landing system provided by another embodiment of the present application;

[0026] Figure 6 It is a schematic state diagram of a split aircraft with a multi-parachute safety landing system provided by another embodiment of the present application;

[0027] Figure 7 It is a schematic state diagram of a split aircraft with a multi-parachute safety landing system provided by another embodiment of the present application;

[0028] Figure 8 It is a schematic diagram of a control method of a split aircraft with a multi-parachute safety landing system provided by an embodiment of the present application;

[0029] Figure 9 It is a schematic overall architecture diagram of a split aircraft with a multi-parachute safety landing system provided by an embodiment of the present application;

[0030] Figure 10 It is a schematic state diagram of a split aircraft with a multi-parachute safety landing system provided by another embodiment of the present application.

[0031] Reference Signs

[0032] 10: Cabin; 20: Flight device; 30: First parachute; 40: Second parachute; 50: Control system; 60: Monitoring system; 71: First parachute opening mechanism 72: Second parachute opening mechanism; 73: Parachute closing mechanism; 74: Parachute release mechanism; 75: First adjustment mechanism; 76: Second adjustment mechanism. Detailed Description of the Invention

[0033] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings.

[0034] With the rapid development of aircraft, especially electric vertical takeoff and landing (eVTOL) aircraft, the safety issues of aircraft have gradually received increasing attention. During flight, an aircraft may encounter emergency situations such as system failures, power outages, and loss of control. If not handled properly, it may lead to damage or even crash of the aircraft. For aircraft with passengers, it may pose a threat to the lives of the passengers. Therefore, the emergency landing system of the aircraft is particularly important. In related technologies, an integral parachute system is usually adopted, that is, when an emergency occurs to the aircraft, the entire aircraft descends together through the integral parachute system. The integral parachute system in related technologies has an extremely large load, resulting in extremely high requirements for volume and strength, making it difficult to ensure safety and reliability. In addition, the suspension lines of the integral parachute are easily cut or disturbed by the rotors or propellers of the aircraft, affecting the normal deployment of the parachute. These problems pose safety risks for the landing of the aircraft, and the safety of the aircraft needs to be improved.

[0035] Specifically, the existing integral parachute needs to bear the weight of the entire aircraft, including the flight device, the cabin, and the equipment and passengers that may be present in the cabin. When the weight of the entire aircraft is large, the requirements for the volume and strength of the integral parachute are also higher, making it difficult to ensure sufficient safety and reliability. Also, the suspension lines of the integral parachute are easily disturbed or even cut by the rotors or propellers of the aircraft, resulting in the integral parachute being unable to be deployed smoothly as expected, thus affecting the function of the integral parachute and causing safety risks.

[0036] To solve the above problems, as shown in Figures 1 to 3 FIG. 10, an embodiment of the present application provides a split-type aircraft with a multi-parachute safety landing system, including a cabin 10, a flight device 20, a first parachute 30, a second parachute 40, and a control system 50. The flight device 20 here includes rotors, a power system, etc., and is used to drive the cabin 10 during the normal flight of the split-type aircraft. As shown in Figure 2 FIG. 11, in at least some embodiments, an accommodation cavity is provided inside the cabin 10 for accommodating passengers or objects to be transported.

[0037] The flying device 20 is detachably connected to the cabin 10 and can maintain the connected state and be controlled to disconnect. Specifically, a connection structure is provided between the flying device 20 and the cabin 10, and the connection structure can maintain the connected state or be controlled to disconnect. The control system 50 is electrically connected to the connection structure, and the connection structure is controlled by the control system 50 to maintain the connected state or disconnect. In the case where the flying device 20 includes multiple independent parts, multiple connection structures are correspondingly provided. More specifically, the connection structure can adopt specific structures such as a mechanical locking structure, a multi-point self-aligning structure, an electromagnetic-assisted connection structure, a hydraulic / electric disengagement device, etc. It can not only provide high-strength load-bearing, but also achieve automatic docking and rapid separation. Further cooperating with the self-aligning guide groove and the modular electrical connection interface to ensure the structural stability, smooth signal transmission, and system linkage during takeoff, flight, and landing. During the application process, a multiple interlock mechanism and an anti-misoperation system can be further set up to enhance the safety and redundant control of the connection structure.

[0038] The first parachute 30 is arranged on the top of the cabin 10. The second parachute 40 is arranged at the tail of the cabin 10. The tail here refers to the tail area of the split aircraft when it maintains a forward flight state at the same height. When the second parachute 40 is deployed, a force opposite to the current direction is applied to the cabin 10.

[0039] The control system 50 is used to control the disconnection of the cabin 10 from the flying device 20 and control the opening of the second parachute 40 to separate the cabin 10 from the flying device 20 when the landing conditions are met; and, after the cabin 10 is separated from the flying device 20, control the opening of the first parachute 30.

[0040] When the split aircraft meets the landing conditions, the control system 50 disconnects the connection between the cabin 10 and the flying device 20 and controls the opening of the second parachute 40 located at the tail of the cabin 10. Under the pulling force of the second parachute 40, the flying device 20 is separated from the cabin 10. After the flying device 20 is separated from the cabin 10, the first parachute 30 connected to the top of the cabin 10 is opened, and a pulling force opposite to the landing direction of the cabin 10 is applied to the cabin 10, so that the cabin 10 safely descends under the action of the first parachute 30.

[0041] By using the split aircraft provided in the embodiment of the present application, the first parachute 30 does not need to bear the overall weight of the split aircraft during the landing process, and the weight burden is small. At the same time, since the flying device 20 has been separated from the cabin 10 through the second parachute 40 before the cabin 10 descends, it can avoid the flying device 20 from disturbing or even damaging the first parachute 30. In this way, it is beneficial to ensure the safe landing of the cabin 10 of the split aircraft, thereby ensuring the safety of the core components and the passengers or the transported objects in the cabin 10 and improving the overall safety of the split aircraft.

[0042] In addition, in the embodiments of the present application, the separation of the cabin 10 from the flying device 20 is achieved through the second parachute 40. Compared with a complex ejection structure, it is not only beneficial to reduce the manufacturing cost and maintenance cost, but also has higher reliability in practical applications due to its simpler structural configuration.

[0043] Combined with Figure 3 As shown, the split aircraft further includes a parachute adjustment device, which is electrically connected to the control system 50. The parachute condition device includes at least some of a first parachute opening mechanism 71, a second parachute opening mechanism 72, a parachute closing mechanism 73, a parachute release mechanism 74, a first adjustment mechanism 75, and a second adjustment mechanism 76.

[0044] Specifically, the first parachute opening mechanism 71 is used to controllably open the first parachute 30, and the second parachute opening mechanism 72 is used to controllably open the second parachute 40. The control system 50 realizes the opening control of the first parachute 30 and the second parachute 40 by controlling the first parachute opening mechanism 71 and the second parachute opening mechanism 72.

[0045] In some embodiments, the split aircraft further includes a parachute closing mechanism 73, which is connected between the second parachute 40 and the cabin 10 and is used to close the second parachute 40; and the parachute closing mechanism 73 is electrically connected to the control system 50. That is, the parachute closing mechanism 73 is controlled by the control system 50 and can change the parachute from the deployed state to the non-deployed state. The control system 50 is used to control the parachute closing mechanism 73 to close the second parachute 40 after the cabin 10 is separated from the flying device 20, and control the first parachute 30 to open after the second parachute 40 is closed. During the landing process of the cabin 10, after the second parachute 40 is opened, if the first parachute 30 is controlled to open while the second parachute 40 remains open, the state shown in Figure 4 will be formed. It can be understood that in the states of the first parachute 30 and the second parachute 40, the cabin 10 cannot maintain the state shown in Figure 4 and will rotate at a large angle, affecting the overall movement stability of the cabin 10. This process may further disrupt the parachute ropes and parachute surface forms of the first parachute 30 and the second parachute 40, thereby further affecting the movement stability of the cabin 10 and bringing safety risks. Especially when there are objects to be transported or passengers stored inside the cabin 10, it may cause damage to the objects to be transported and injury to the passengers. Here, after the cabin 10 is separated from the flying device 20, controlling the parachute closing mechanism 73 to close the second parachute 40 and then controlling the first parachute 30 to open after the second parachute 40 is closed is beneficial to reducing the risk of the large-angle rotation of the cabin 10 described above and improving the safety of the landing process of the cabin 10.

[0046] The critical condition of the separation of the cabin body 10 from the flying device 20 described here specifically refers to that the current position of the flying device 20 does not affect the opened state of the first parachute 30. During the implementation process, the relative position between the two can be detected to determine whether the cabin body 10 is separated from the flying device 20. It can also be limited by time, that is, a set time is preset in advance. When the opening time of the second parachute 40 reaches this set time, it is considered that the cabin body 10 has been separated from the flying device 20. In this way, it is beneficial to avoid damage to the parachute ropes and the parachute surface of the first parachute 30, thereby ensuring that the deployment process of the first parachute 30 is not interfered by the flying device 20, improving the safety of the overall landing process of the cabin body 10, and further improving the operating safety of the split-type aircraft.

[0047] In some embodiments, the split-type aircraft further includes a parachute release device for releasing the second parachute 40 so that the second parachute 40 is separated from the cabin body 10; and the parachute release device is electrically connected to the control system 50. The control system 50 is used to control the parachute release device to release the second parachute 40 after the cabin body 10 is separated from the flying device 20, so that the second parachute 40 is separated from the cabin body 10, and control the first parachute 30 to open after the second parachute 40 is separated from the cabin body 10. Based on the foregoing analysis, after the cabin body 10 is separated from the flying device 20 here, controlling the parachute release mechanism 74 to release the second parachute 40 and then controlling the first parachute 30 to open after the second parachute 40 is closed is beneficial to reducing the risk of the large-angle rotation of the cabin body 10 described above and improving the safety of the landing process of the cabin body 10. Compared with the closing control, the release process of the parachute is instantaneous, and it can quickly relieve the traction force and interference torque of the second parachute 40 on the cabin body 10 after the cabin body 10 is separated from the flying device 20, reducing the risk of disturbing the movement of the cabin body 10 due to the conflict of torques during the attitude control process, which is beneficial to improving the stability of the landing process of the cabin body 10.

[0048] Here, the overall control timing during the landing process is further described. In the initial state, the split-type aircraft maintains the state as shown in Figure 1 and is in the normal flight process. When the landing condition is met, as shown in Figure 5 , control the cabin body 10 to disconnect from the flying device 20. It should be briefly noted here that Figure 5 is only a schematic diagram for illustrating the state of the disconnection of the cabin body 10 from the flying device 20, and does not mean that the relative position between the cabin body 10 and the flying device 20 at this time is exactly the same as that in Figure 5 . At the same time or within an adjacent time when the cabin body 10 is disconnected from the flying device 20, control the second parachute 40 to open, forming as shown in Figure 6The state shown. At this time, the first parachute 30 is in a closed state. After the cabin 10 is separated from the flight device 20, control the second parachute 40 to close or separate. And in the case where the second parachute 40 is closed or separated, control the first parachute 30 to start opening, and finally form as Figure 7 shown state.

[0049] Continue to combine Figure 3 As shown, in some embodiments, the split aircraft further includes a monitoring system 60, which is communicatively connected to the control system 50. In some embodiments, the monitoring system 60 is used to monitor the operation data during the flight of the split aircraft. The control system 50 is used to determine whether the current landing condition is satisfied according to the operation data during the flight of the split aircraft detected by the monitoring system 60. The landing condition here is, for example, a data condition indicating that the split aircraft has a fault. In this way, real-time monitoring of the flight process of the split aircraft can be realized, and the landing control logic can be triggered in a timely manner to ensure the flight safety of the split aircraft.

[0050] Combine Figure 8 As shown, an embodiment of the present application provides a control method for a split aircraft, which is applied to the foregoing control system 50 and is used to control the foregoing split aircraft. The control method includes steps S10 to step S80.

[0051] Step S10, start.

[0052] At this time, the split aircraft is in a normal flight process or landing process.

[0053] Step S20, obtain the operation data during the flight of the split aircraft.

[0054] Step S30, determine whether the operation data meets the landing condition.

[0055] If the landing condition is met, execute step S40; if the landing condition is not met, continue step S20.

[0056] Step S40, control the cabin 10 to disconnect from the flight device 20, and control the second parachute 40 to open.

[0057] Step S50, after the cabin 10 is separated from the flight device 20, control the second parachute 40 to close or separate.

[0058] Step S60, control the first parachute 30 to open.

[0059] The cabin 10 descends smoothly under the action of the first parachute 30.

[0060] Step S70, system optimization.

[0061] Analyze and diagnose the data detected during the execution of the control method to optimize future emergency landing responses. This step is not a necessary step.

[0062] Finally, the cabin 10 lands safely.

[0063] In some embodiments, the separable aircraft further includes an input device, electrically connected to the control system 50 and disposed inside the cabin 10 for receiving user input instructions. The control system 50 is configured to determine whether the current landing conditions are met based on the user input instructions received by the input device. Specifically, if the user inputs an emergency landing instruction, it is determined that the current landing conditions are met. In this way, the landing process can be controlled in real time according to the user instructions, thus timely responding to actual needs.

[0064] The aforementioned separable aircraft further includes a power supply system. In some embodiments, it includes a main power supply and a backup power supply, and the power supply system is electrically connected to the monitoring system 60 and the control system 50. During normal operation, the control system 50 and the monitoring system 60 are powered by the main power supply. If the main power supply has too low power or is damaged, the backup power supply is used to power the control system 50 and the monitoring system 60. In this way, through the redundant design of the power supply, stable power supply can be ensured.

[0065] Further, as shown in Figure 9 the embodiments of the present application exemplify the overall architecture of the separable aircraft, specifically including a hardware part and a software part.

[0066] The hardware part includes the separation mechanism of the cabin 10 from the separable aircraft, a parachute system, a monitoring system 60, a control system 50, and a power supply system.

[0067] Among them, the separation mechanism of the separable aircraft specifically includes a connecting device. This connecting device is used to connect the cabin 10 of the separable aircraft to the flying device 20 and can be automatically released under control. This device can adopt an electrically controlled or mechanical detachment device, such as an electromagnetic clutch, a pneumatic release system, etc., to ensure that the cabin 10 is separated from the flying device 20 in a timely manner after the first parachute 30 is activated.

[0068] The parachute system includes a first parachute 30 and a second parachute 40. The first parachute 30 can be quickly opened to generate a lateral pulling force to separate the cabin 10 from the flying device 20. The first parachute 30 should be designed with a high-strength parachute fabric and equipped with a reliable first parachute opening mechanism 71. The first parachute opening mechanism 71 is, for example, an airbag or a mechanical trigger. The second parachute 40 is used to ensure the smooth landing of the cabin 10. It usually consists of multiple parachute units to provide sufficient bearing capacity and ensure the stable landing of the cabin 10 in the vertical direction. The second parachute 40 needs to be equipped with an automatic release and deployment mechanism, usually using mechanical, pneumatic, or electrically controlled devices to trigger the parachute deployment.

[0069] The monitoring system 60 includes an aircraft status sensor and a position monitoring system 60. The aircraft status sensor is used to monitor the flight status of the split aircraft in real time, including altitude, speed, attitude, and system failures. Through data provided by sensors such as acceleration sensors, air pressure sensors, and GPS (Global Positioning System), the monitoring system or control system 50 can determine whether it is in an emergency state. The position monitoring system 60 is used to monitor the position and flight trajectory of the split aircraft in real time to ensure that the parachute system can be activated at the appropriate time.

[0070] The control system 50 includes an automatic control module and an emergency trigger device. The automatic control module receives real-time data from the monitoring system, automatically determines whether the split aircraft needs to activate the parachute safety system, and controls the deployment timing of the parachute according to the state of the split aircraft. When the split aircraft enters a preset emergency state such as aircraft loss of control, major failure, etc., the emergency trigger device immediately activates the parachute system, including the start-up commands of the first parachute 30 and the second parachute 40.

[0071] The power supply system includes a power supply and a backup power supply. It ensures that the parachute system and the control module can continue to work normally when the split aircraft fails. It can be used as an independent power supply system to supply power to the control system 50 and the monitoring system 60.

[0072] The software part includes real-time monitoring and data acquisition, split aircraft status analysis and decision-making algorithm, automatic control system 50 and execution mechanism, fault diagnosis and alarm system.

[0073] The real-time monitoring and data collection includes a data collection module and a data analysis module, which are used to collect the flight data and sensor output information of the split aircraft and transmit the data to the data analysis module. The data analysis module processes the flight status and sensor information and compares the real-time data with the preset safety threshold to determine whether the parachute system needs to be triggered.

[0074] The split aircraft state analysis and decision algorithm includes an emergency state recognition algorithm and a parachute triggering algorithm. The emergency state recognition algorithm determines whether an emergency state has been entered by analyzing the speed, attitude, position and other parameters of the split aircraft. The algorithm automatically determines whether the parachute system needs to be activated based on the real-time state of the split aircraft, such as a sharp descent and attitude loss control. After confirming that the split aircraft is in an emergency state, the parachute triggering algorithm automatically activates the triggering mechanism of the first parachute 30 and the second parachute 40. The parachute triggering algorithm can ensure that the parachute system is correctly deployed in a predetermined order.

[0075] The automatic control system 50 and the execution mechanism include an automatic execution control module and an emergency manual control system 50. Once the triggering mechanism of the automatic execution control module is activated, the control module will automatically send instructions to the parachute deployment system, first activating the second parachute 40 to separate the cabin 10 from the flight device 20. Then, it controls the deployment of the first directional parachute to ensure the smooth landing of the cabin 10. The emergency manual control system 50 provides a manual backup function. If the automatic system fails, the pilot can operate to control the parachute deployment by manually triggering a button or switch.

[0076] The fault diagnosis and alarm system includes a self-diagnosis function and a fault alarm module. The self-diagnosis function can monitor the health status of the parachute system and the related control system 50 in real time, detect potential faults in advance and issue alarms. When the fault alarm module detects an abnormality, it automatically issues warning signals, including visual and audible alarms, to remind the pilot to perform manual intervention or activate the backup system.

[0077] In addition, the split aircraft also includes a system integration and communication system, which includes data communication and remote control, and safety and redundancy design. The data communication and remote control system 50 communicates with each subsystem through the main control computer of the split aircraft and supports remote communication and monitoring functions. Data is transmitted to the ground control center through wireless communication such as satellite communication or 5G network.

[0078] Regarding the safety and redundancy design, specifically, it includes dual redundancy design and real-time verification and security protocol system. Key control modules, sensors, power supply units, etc. all adopt dual redundancy design to ensure that the system can still work properly in the case of any single component failure. Also, all flight data and control instructions are encrypted to prevent malicious tampering and ensure the reliability and security of the system.

[0079] In this way, the safety protection of the split aircraft is achieved through the integration of hardware and software. In case of an emergency, it can automatically separate the flight device 20 from the cabin 10, ensuring that the cabin 10 lands smoothly through two parachute systems, thus maximizing the safety of the cabin 10.

[0080] In some embodiments, the split aircraft further includes a first adjustment mechanism 75. The first adjustment mechanism 75 is connected to the first parachute 30 and is used to controllably adjust the deployment area of the first parachute 30. And the first adjustment mechanism 75 is electrically connected to the control system 50. The control system 50 is used to control the first adjustment mechanism 75 to adjust the deployment area of the first parachute 30 when the first parachute 30 is opened. The first adjustment structure here is, for example, a parachute rope length adjustment device, or the first parachute 30 is set as a foldable canopy structure, and the first adjustment mechanism 75 is set as a canopy structure adjustment device. As long as the deployment area of the first parachute 30 can be adjusted, no specific limitation is made on the structure here. By providing the first adjustment mechanism 75, the control of the deployment area of the first parachute 30 can be realized, and on this basis, further control of the landing process can be carried out.

[0081] When the split aircraft includes the aforementioned first adjustment mechanism 75, in some embodiments, the split aircraft further includes a monitoring system 60 for monitoring the state data of the cabin 10 of the cabin 10 when the first parachute 30 is opened. The control system 50 is electrically connected to the monitoring system 60 and is used to control the first adjustment mechanism 75 to adjust the deployment area of the first parachute 30 according to the state data of the cabin 10 of the cabin 10. In this way, real-time adjustment control of the first parachute 30 can be realized during the landing process of the cabin 10.

[0082] In some embodiments, the state data of the cabin 10 includes the descending speed of the cabin 10.

[0083] In some embodiments, the control system 50 is used to control the first adjustment mechanism 75 to increase the deployment area of the first parachute 30 when the first parachute 30 is opened and the descending speed of the cabin 10 is greater than the first descending speed threshold. If the descending speed of the cabin 10 is too high after the first parachute 30 is opened, it means that at the current deployment area, the first parachute 30 cannot provide enough upward pulling force for the cabin 10, and the impact force received by the cabin 10 during landing may be too high, bringing safety risks. Here, controlling the first adjustment mechanism 75 to increase the deployment area of the first parachute 30 is beneficial to increasing the traction force provided by the first parachute 30, thereby being beneficial to slowing down the descending speed of the cabin 10 and being beneficial to improving the landing safety of the cabin 10.

[0084] In some embodiments, the control system 50 is configured to control the first adjustment mechanism 75 to reduce the deployment area of the first parachute 30 when the first parachute 30 is opened and the descending speed of the cabin 10 is less than the second descending speed threshold. If the descending speed of the cabin 10 is too small, it indicates that, at the current deployment area, the traction force provided by the first parachute 30 for the cabin 10 is too large, which will result in too long a hovering time of the cabin 10 and low landing efficiency. Moreover, during a longer hovering time, the first parachute 30 may be shaken due to environmental interference, leading to a reduction in the safety of the landing of the cabin 10.

[0085] In some embodiments, the state data of the cabin 10 includes the wind speed on the surface of the cabin 10. The control system 50 is configured to control the first adjustment mechanism 75 to reduce the deployment area of the first parachute 30 when the first parachute 30 is opened and the wind speed on the surface of the cabin 10 meets the set disturbance condition. The environment in which the cabin 10 is located will also affect the attitude of the cabin 10 during the falling process. If the disturbance caused by the wind speed on the surface of the cabin 10 to the descent of the cabin 10 has met the set disturbance condition, the deployment area of the first parachute 30 is reduced, thereby reducing the disturbance response of the cabin 10. The set disturbance condition here can be set in advance. For example, the disturbance condition is set to characterize that the cabin 10 encounters turbulent flow or strong wind.

[0086] In some embodiments, the state data of the cabin 10 includes the height at which the cabin 10 is located. The control system 50 is configured to control the first adjustment mechanism 75 to increase the deployment area of the first parachute 30 when the first parachute 30 is opened and the height at which the cabin 10 is located is greater than the height threshold. If the height at which the cabin 10 is located is too high, the air is relatively thin and the air resistance is reduced. At this time, appropriately increasing the deployment area of the first parachute 30 can provide sufficient pulling force for the cabin 10 to avoid too fast a descending speed of the cabin 10.

[0087] In some embodiments, the control system 50 is configured to control the first adjustment mechanism 75 to reduce the area of the first region in the first parachute 30 and / or increase the area of the second region in the first parachute 30 when the first parachute 30 is opened and the state data of the cabin indicates that the opposite sides of the cabin 10 along the set horizontal direction are not at the same height. Wherein, the first region is the region of the first parachute 30 corresponding to the side of the cabin 10 at the first height, and the second region is the region of the first parachute 30 corresponding to the side of the cabin 10 at the second height, and the first height is greater than the second height. In this way, the area of the first parachute 30 can be adaptively adjusted according to the actual situation during the landing process, which is beneficial to ensuring the running stability of the cabin 10. The set horizontal direction here is the direction of the horizontal plane when the split aircraft is in the default state. The default state is the state when the cabin 10 does not perform actions such as rotation and flies smoothly. That is, the two sides of the cabin 10 that are at the same height in the default state, for exampleFigure 10 For the A side and the B side in Figure 10 , if the A side is at a higher first altitude and the B side is at a lower second altitude during the current flight, it indicates that the current cabin 10 has deflected. At this time, reduce the area of the first region 301 in the first parachute 30 corresponding to the A side of the cabin 10 at the first altitude, or increase the area of the second region 302 in the first parachute 30 corresponding to the B side of the cabin 10 at the second altitude, so as to construct an aerodynamic moment opposite to the current rotation direction, thereby achieving dynamic suppression of the rotational state trend and further enhancing the stability of the cabin 10 during the descent process.

[0088] In some embodiments, the control system 50 is configured to control the first adjustment mechanism 75 to uniformly reduce the deployment area of the first parachute 30 when the first parachute 30 is opened and the cabin state data indicates that the cabin 10 is oscillating. Analyze the cabin state data to determine whether the cabin 10 is oscillating. Specifically, it can be determined whether the cabin 10 is oscillating by whether the cabin 10 is undergoing periodic swinging. When the cabin 10 is oscillating, reducing the deployment area of the first parachute 30 is beneficial to reducing the disturbance response and thus beneficial to enhancing the stability of the cabin 10.

[0089] The split-type aircraft disclosed in the embodiments of the present application further includes a second adjustment mechanism 76. The second adjustment mechanism 76 is connected to the first parachute 30 and is electrically connected to the control system 50, and is configured to controllably adjust the deployment area of the second parachute 40. The monitoring system 60 is configured to monitor the flight state data of the split-type aircraft during flight. The control system 50 is configured to determine the target deployment area of the second parachute 40 according to the flight state data, and control the second adjustment mechanism 76 to deploy the second parachute 40 to the target deployment area according to the target deployment area. In this way, refined control of the deployment area of the second parachute 40 can be achieved, which is beneficial to providing control accuracy.

[0090] Among them, in some embodiments, the flight state data includes the flight speed. The control system 50 is configured to determine the target deployment area of the second parachute 40 according to the flight speed, wherein the target deployment area of the second parachute 40 is negatively correlated with the flight speed. That is, within a certain range, the greater the flight speed, the smaller the deployment area of the second parachute 40; the smaller the flight speed, the larger the deployment area of the second parachute 40. When the flight speed is relatively large, the air kinetic energy is large, and a smaller deployment area can also generate sufficient air resistance. If the deployment area is too large, it may generate too strong a pulling force, resulting in damage to the structure of the second parachute 40 or the cabin 10. When the flight speed is relatively small, the aerodynamic resistance decreases, and it is necessary to appropriately increase the deployment area of the second parachute 40 to provide sufficient pulling force. Adjusting the deployment area of the second parachute 40 according to the flight speed can ensure that the pulling force provided by the second parachute 40 is maintained within an appropriate range, separating the cabin 10 from the flight device 20 while avoiding damage to the structure of the second parachute 40 and the cabin 10, thereby ensuring the safety of the cabin 10 during the landing process.

[0091] In some embodiments, the split aircraft further includes a plurality of attitude correction thrusters, electrically connected to the control system 50. The plurality of attitude correction thrusters are disposed at different positions outside the cabin 10 and are configured to controllably eject gas. The monitoring system 60 is configured to monitor the motion data of the cabin 10. The control system 50 is electrically connected to the attitude correction thrusters and the monitoring system 60, and is configured to control the attitude correction thrusters to eject gas according to the motion data of the cabin 10. By controlling the attitude correction thrusters at different positions to eject gas outward, the motion of the cabin 10 connected to the attitude correction thrusters can be changed at different angles. In this way, it is beneficial to accurately control the motion state of the cabin 10. During the implementation process, if the cabin 10 rotates, yaws or oscillates, the attitude correction thrusters to be controlled can be determined according to the specific motion parameters of the cabin 10, so that the motion state of the cabin 10 approaches stability.

[0092] In order to further improve the safety and stability of the cabin 10 during the landing process of the split aircraft, in some embodiments, the split aircraft further includes a landing stabilization system. The landing stabilization system is disposed on at least one of the cabin 10, the first parachute 30, and the second parachute 40. Specifically, the landing stabilization system includes one or more of: a first pneumatic adjustment device disposed on the outer surface of the cabin 10, a second pneumatic adjustment device connected to the first parachute 30, a third pneumatic adjustment device connected to the second parachute 40, a movable counterweight device disposed inside the cabin 10, a landing buffer device disposed on the outer surface of the cabin 10, and a landing support device disposed on the outer surface of the cabin 10.

[0093] The first pneumatic adjustment device, the second pneumatic adjustment device, and the third pneumatic adjustment device here can be spoiler wings or pop-up control surfaces. Among them, the second pneumatic adjustment device is arranged at the edge of the first parachute 30, and the third pneumatic adjustment device is arranged at the edge of the second parachute 40. The attitude stability during the landing process can be enhanced by activating the adjustment function. A movable counterweight structure is arranged in the cabin 10, which can adjust the overall center of gravity position of the cabin 10, so as to actively control the cabin 10 in the case of pitching, rolling or vibrating, and further improve the stability of the movement of the cabin 10. Further, in the final stage of the landing process, that is, during the landing stage, buffering can be achieved through the landing buffer device arranged on the outer surface of the cabin 10, and different terrains can be adapted through the landing buffer device and the landing support device. Specifically, the landing buffer device here includes a controllable airbag system. The landing support device here includes at least one of landing support legs or a structural bottom plate with buffering and deformation capabilities.

[0094] In some embodiments, the second parachute 40 can be deployed in stages. For example, the pilot chute, the main parachute, and the terminal shock-absorbing parachute are deployed in sequence, so that a smoother deceleration and stabilization process can be achieved.

[0095] In the description of the present application, it should be understood that the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first", "second", etc. may explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

Claims

1. A split aircraft with a multi-parachute safety landing system, characterized in that, Comprising: A cabin; A flight device detachably connected to the cabin; A first parachute disposed at the top of the cabin; A second parachute disposed at the tail of the cabin; A control system configured to, when landing conditions are met, control the disconnection of the cabin from the flight device and control the opening of the second parachute to separate the cabin from the flight device; And, after the cabin is separated from the flight device, control the opening of the first parachute.

2. The separable aircraft according to claim 1, wherein: The separable aircraft further comprises a parachute closing mechanism connected between the second parachute and the cabin for closing the second parachute; and the parachute closing mechanism is electrically connected to the control system; The control system is configured to, after the cabin is separated from the flight device, control the parachute closing mechanism to close the second parachute and control the opening of the first parachute after the second parachute is closed.

3. The separable aircraft according to claim 1, wherein: The separable aircraft further comprises a parachute release device for releasing the second parachute to separate the second parachute from the cabin; and the parachute release device is electrically connected to the control system; The control system is configured to, after the cabin is separated from the flight device, control the parachute release device to release the second parachute to separate the second parachute from the cabin and control the opening of the first parachute after the second parachute is separated from the cabin.

4. The separable aircraft according to claim 1, wherein: The separable aircraft further comprises a first adjustment mechanism connected to the first parachute for controllably adjusting the deployment area of the first parachute; and the first adjustment mechanism is electrically connected to the control system; The control system is configured to, when the first parachute is opened, control the first adjustment mechanism to adjust the deployment area of the first parachute.

5. The separable aircraft according to claim 4, wherein: The separable aircraft further comprises: A monitoring system configured to monitor the cabin state data of the cabin when the first parachute is opened; The control system is electrically connected to the monitoring system and is configured to control the first adjustment mechanism to adjust the deployment area of the first parachute according to the cabin state data of the cabin.

6. The separable aircraft according to claim 5, wherein The cabin state data includes the descending speed of the cabin; The control system is configured to, when the first parachute is opened and the descending speed of the cabin is greater than a first descending speed threshold, control the first adjustment mechanism to increase the deployment area of the first parachute; And / or The control system is configured to, when the first parachute is opened and the descending speed of the cabin is less than a second descending speed threshold, control the first adjustment mechanism to decrease the deployment area of the first parachute.

7. The split-type aircraft according to claim 5, wherein The cabin state data includes the wind speed on the surface of the cabin; The control system is configured to control the first adjustment mechanism to reduce the deployment area of the first parachute when the first parachute is opened and the wind speed on the surface of the cabin meets the set disturbance condition.

8. The split-type aircraft according to claim 5, wherein the control system is configured to control the first adjustment mechanism to reduce the area of a first region in the first parachute and / or increase the area of a second region in the first parachute when the first parachute is opened and the cabin state data indicates that the relative two sides of the cabin along the set horizontal direction are not at the same height; wherein, the first region is the region of the first parachute corresponding to the side of the cabin at a first height, the second region is the region of the first parachute corresponding to the side of the cabin at a second height, and the first height is greater than the second height.

9. The split-type aircraft according to claim 5, wherein the control system is configured to control the first adjustment mechanism to uniformly reduce the deployment area of the first parachute when the first parachute is opened and the cabin state data indicates that the cabin oscillates.

10. The split-type aircraft according to claim 1, wherein the split-type aircraft further comprises: a second adjustment mechanism, connected to the first parachute and electrically connected to the control system, for controllably adjusting the deployment area of the second parachute; a monitoring system, electrically connected to the control system, for monitoring the flight state data of the split-type aircraft during flight; the control system is configured to determine the target deployment area of the second parachute according to the flight state data and control the second adjustment mechanism to deploy the second parachute to the target deployment area according to the target deployment area.

11. The split-type aircraft according to claim 10, wherein the flight state data includes the flight speed; the control system is configured to determine the target deployment area of the second parachute according to the flight speed, wherein the target deployment area of the second parachute is negatively correlated with the flight speed.

12. The split-type aircraft according to claim 1, wherein the split-type aircraft further comprises: a plurality of attitude correction thrusters, electrically connected to the control system, and the plurality of attitude correction thrusters are arranged at different positions outside the cabin for controllably ejecting gas; a monitoring system, for monitoring the cabin movement data of the cabin; the control system is electrically connected to the attitude correction thrusters and the monitoring system, and is configured to control the attitude correction thrusters to eject gas according to the cabin movement data of the cabin.

13. The split-type aircraft according to claim 1, wherein, The split-type aircraft further comprises a landing stability system, arranged on at least one of the cabin, the first parachute and the second parachute; the landing stability system comprises: One or more of a first pneumatic adjustment device disposed on the outer surface of the cabin, a second pneumatic adjustment device connected to the first parachute, a third pneumatic adjustment device connected to the second parachute, a movable counterweight device disposed in the cabin, a landing buffer device disposed on the outer surface of the cabin, and a landing support device disposed on the outer surface of the cabin.

14. The split aircraft according to any one of claims 1 to 13, characterized in that the split aircraft further comprises a monitoring system communicatively connected to the control system for monitoring the operating data during the flight of the split aircraft; the control system is configured to determine whether the current landing condition is satisfied according to the operating data during the flight of the split aircraft monitored by the monitoring system.

15. The split-type aircraft according to claim 14, wherein The split aircraft further comprises: a power supply system including a main power supply and a backup power supply, the power supply system being electrically connected to the monitoring system and the control system.

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