Loading connection system of multi-rotor split type hovercar

Abstract

The invention provides a loading connection system of a multi-rotor split type hovercar, which comprises a two-stage connection mechanism, the two-stage connection mechanism comprises a traction locking part and an active locking part, the traction locking part and the active locking part are arranged on a connection surface among a multi-rotor flight module, a carrying bin and an intelligent chassis of the multi-rotor split type hovercar, the traction locking part is an electromagnetic lock array, and the active locking part is an active locking part. The traction locking part is arranged around the active locking part and is used for traction and adsorption between the connection surfaces during connection, and the active locking part adopts a self-locking bolt mechanism, is arranged in the center surrounded by the traction locking part and is used for automatic mutual locking after the connection surfaces are in contact. According to the invention, by designing redundant safety locking, dynamic locking force monitoring and dynamic airborne balance monitoring, safe separation and connection between the manned / cargo loading module and the flight module of the hovercar can be ensured, and the system reliability in a complex environment is improved.

Description

Technical Field

[0001] This application relates to the technical field of flying car equipment, and particularly to a loading and connection system for a multi-rotor split flying car. Background Art

[0002] As a new type of transportation tool, flying cars have attracted much attention because they can travel in the air. However, most of the existing flying cars are of an integrated design, and there are many inconveniences in the loading and connection processes, especially in terms of safety and efficiency, which need to be improved.

[0003] The multi-rotor split flying car is mainly composed of a multi-rotor aircraft, a transport cabin, and an intelligent chassis. Since the multi-rotor split flying car is relatively convenient both in flight conditions and in loading and connection conditions, it can be used by relevant logistics systems for short-distance low-altitude cargo delivery.

[0004] At present, the combination forms and docking loading requirements of the existing split flying cars are not fully unified. That is, there are problems with insufficient safety redundancy guarantee for multi-rotor aircraft, low accuracy of the positioning technology used for the docking of the aircraft, the transport cabin, and the intelligent chassis, unreasonable load distribution and lack of real-time sensing ability for the load in the transport cabin, and the lack of in-depth research on the fault tolerance of land-air connection and docking, which affect the safe loading and connection of the three components.

[0005] Specifically, the following technical problems exist in the existing flying car loading and connection processes:

[0006] 1. Insufficient docking accuracy: During the docking process of the flight module and the ground module of the existing split flying car, traditional mechanical buckles are prone to vibration under aerodynamic interference, resulting in stress concentration on the docking surface. At the same time, limited by space, sensor accuracy, and control systems, it is difficult to ensure the accuracy and stability of docking, and it is easy to cause docking failure or mechanical damage.

[0007] 2. Safety issues: In the existing technology, the loading and connection operations of split flying cars require manual intervention, which poses certain operation risks. The compensation for the sudden change of the center of gravity during the connection of split flying cars lags behind, which may cause the attitude of the aircraft to become unstable. During the docking process, the contact non-linear dynamics problem at the moment of docking is not considered, and there is a risk of safety accidents.

[0008] 3. Low efficiency: Due to the lack of an intelligent automatic docking system, the loading and connection of the flight module and the ground module often require a long time for manual operation, with low efficiency and difficulty in meeting the needs of efficient urban transportation.

[0009] 4. Lack of real-time monitoring: In the prior art, during the loading and docking processes, there is usually a lack of comprehensive real-time monitoring means, making it impossible to promptly identify and handle potential hazards. Especially in the complex environment where multi-rotor flying cars operate, multiple data such as flight status, on-board balance, power supply situation, and docking status need to be monitored and processed in real time, and traditional monitoring systems are difficult to meet such high-complexity safety requirements.

[0010] Therefore, it has become an urgent problem to design a split-type flying car system that can effectively improve the safety and efficiency of loading and docking. Summary of the Invention

[0011] In view of this, the present application provides a loading and docking system for a multi-rotor split-type flying car to at least solve technical problems such as safety, docking accuracy, and efficiency during the loading and docking processes of the split-type flying car.

[0012] To achieve the above object, the technical solution of the present application is implemented as follows.

[0013] According to one aspect of the present application, there is provided a loading and docking system for a multi-rotor split-type flying car, characterized in that it includes: a two-stage docking mechanism, which includes a traction locking part and an active locking part provided on the docking surfaces among the multi-rotor flight module, the transport compartment, and the intelligent chassis of the multi-rotor split-type flying car. The traction locking part is an electromagnetic lock array arranged around the active locking part and is used for traction adsorption between the docking surfaces during docking. The active locking part adopts a self-locking pin mechanism and is arranged at the center surrounded by the traction locking part for automatic mutual locking after the docking surfaces come into contact.

[0014] In the above solution, the active locking part is further provided with a hydraulic mechanism for adjusting the locking force of the active locking part, and the two-stage docking mechanism further includes a locking force monitoring unit, and the locking force monitoring unit dynamically adjusts the locking force of the active locking part by using the hydraulic pressure of the hydraulic mechanism.

[0015] In the above solution, the active locking part is further provided with a vibration sensor for detecting the vibration during the flight or transportation of the flying car, and the locking force monitoring unit dynamically adjusts the locking force of the active locking part according to the vibration signal detected by the vibration sensor.

[0016] In the above solution, the dynamic locking force monitoring performed by the locking force monitoring unit includes: collecting vibration signals from the vibration sensor; confirming whether the vibration frequency exceeds the vibration threshold based on the collected vibration signals; if the vibration frequency does not exceed the vibration threshold, maintaining the reference locking force of the active locking part; and if the vibration frequency exceeds the vibration threshold, triggering an increase in the locking force of the active locking part.

[0017] In the above scheme, the traction locking part adopts an electromagnetic lock unit formed by a composite structure of high magnetic permeability silicon steel sheets and rare earth permanent magnets, and the unit magnetic attraction force is ≥500N. The self-locking pin mechanism of the active locking part adopts a conical tungsten steel pin, which relies on the elastic deformation of the spring steel ball to complete self-locking after being inserted into the locking connection hole.

[0018] According to another aspect of the present application, a loading and docking system for a multi-rotor split-type flying car is provided, comprising: an onboard balancing module, comprising a distributed gravity sensor arranged in a carrier cabin of the multi-rotor split-type flying car, and an onboard balance monitoring unit for adjusting the onboard balance of the multi-rotor split-type flying car based on sensor data from the distributed gravity sensor, wherein the distributed gravity sensor comprises a plurality of gravity sensors distributedly arranged at a plurality of points on a top-down plane of the carrier cabin, and the onboard balance monitoring unit determines the center of gravity position of the carrier cabin using the detection values of the distributed gravity sensors and their corresponding position coordinates and performs dynamic onboard balance monitoring of the flight module based on the center of gravity position.

[0019] In the above solution, the onboard balance monitoring unit calculates the power distribution of each rotor based on the center of gravity position of the carrier cabin:

[0020]

[0021] Among them, P i : power of rotor i;

[0022] x i ,y i : The coordinates of rotor i, with the center of the flight module as the origin;

[0023] W: total weight of the cargo compartment;

[0024] k: motor power-lift conversion coefficient;

[0025] R: the radius of the rotor distribution circle;

[0026] X c ,Y c : The center of gravity coordinates of the carrier.

[0027] In the above scheme, the dynamic onboard balance monitoring performed by the onboard balance monitoring unit includes: obtaining detection values and their corresponding position coordinates from the distributed gravity sensor; calculating the center of gravity position of the carrier cabin using the detection values and their corresponding position coordinates; and determining the power distribution of each rotor of the multi-rotor split-type flying car based on the center of gravity position of the carrier cabin.

[0028] In the above solution, before the multi-rotor split flying vehicle enters the flight mode, the on-board balance monitoring unit determines whether it is suitable for flight transportation based on the detection values of the distributed gravity sensors and their corresponding position coordinates.

[0029] According to one aspect of the present application, there is provided a loading and connection system for a multi-rotor split flying vehicle, which includes: a two-stage connection mechanism, which includes a traction locking part and an active locking part arranged on the connection surfaces between the multi-rotor flight module, the cargo compartment and the intelligent chassis of the multi-rotor split flying vehicle; an on-board balance module, which includes a distributed gravity sensor arranged in the cargo compartment and an on-board balance monitoring unit for adjusting the on-board balance of the multi-rotor split flying vehicle based on the sensor data of the distributed gravity sensor; and an emergency separation module, which is connected to the two-stage connection mechanism and the on-board balance module and is used to trigger the separation of the cargo compartment from the multi-rotor flight module when an extreme situation is detected. The traction locking part is an electromagnetic lock array arranged around the active locking part and is used for traction adsorption between the connection surfaces during connection. The active locking part adopts a self-locking pin mechanism and is arranged at the center surrounded by the traction locking part and is used for automatic mutual locking after the connection surfaces come into contact. The distributed gravity sensor includes a plurality of gravity sensors distributed at multiple points on the plane of the top view of the cargo compartment. The on-board balance monitoring unit uses the detection values of the distributed gravity sensors and their corresponding position coordinates to determine the center of gravity position of the cargo compartment and performs dynamic on-board balance monitoring of the flight module based on the center of gravity position. The emergency separation module triggers the release of the lock of the active locking part when it detects that the locking force of the two-stage connection mechanism drops by more than a predetermined threshold or the deviation of the center of gravity position of the cargo compartment exceeds a predetermined threshold.

[0030] The loading and connection system of the multi-rotor split flying vehicle provided by the present application can ensure the safe separation and connection between the manned / cargo module and the flight module of the split flying vehicle by designing redundant safety locking, dynamic locking force monitoring, dynamic on-board balance monitoring, and an emergency separation mechanism, and improve the system reliability in complex environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a layout schematic diagram of the multi-rotor split flying vehicle system according to an embodiment of the present application;

[0032] Figure 2 It is a schematic diagram of the structural composition of the loading and connection system of the multi-rotor split flying vehicle according to an embodiment of the present application;

[0033] Figure 3 It is a plan view of the traction locking part and the active locking part in the two-stage connection mechanism of the loading and connection system of the multi-rotor split flying vehicle according to an embodiment of the present application;

[0034] Figure 4 This is a partially enlarged plan view of the traction locking part and the active locking part in the two-stage connection mechanism of the loading and connection system of the multi-rotor split flying vehicle according to the embodiment of the present application;

[0035] Figure 5 This is an enlarged view of the self-locking insertion mechanism of the active locking part of the two-stage connection mechanism of the loading and connection system of the multi-rotor split flying vehicle according to the embodiment of the present application;

[0036] Figure 6 This is a schematic flow chart of the dynamic locking force monitoring method for the active locking part of the two-stage connection mechanism of the loading and connection system of the multi-rotor split flying vehicle according to the embodiment of the present application;

[0037] Figure 7 This is a sensor distribution point map of the airborne balance module in the loading and connection system of the multi-rotor split flying vehicle according to the embodiment of the present application;

[0038] Figure 8 This is a schematic flow chart of the airborne balance monitoring method for the airborne balance module in the loading and connection system of the multi-rotor split flying vehicle according to the embodiment of the present application. Detailed implementation manners

[0039] The technical solutions of the present application will be further elaborated in detail below in conjunction with the specification drawings and specific embodiments.

[0040] For each specific technical feature in each of the various embodiments described in the detailed implementation manners, various combinations can be made without conflict. For example, different implementation manners can be formed through combinations of different specific technical features. To avoid unnecessary repetition, various possible combination methods of each specific technical feature in the present application will not be described separately.

[0041] It should be noted that the terms "first / second / third" involved in the embodiments of the present application are only used to distinguish similar objects and do not represent a specific order for the objects. It can be understood that "first / second / third" can be interchanged with a specific order or sequence when allowed. It should be understood that the objects distinguished by "first / second / third" can be interchanged appropriately so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here.

[0042] The present application specifically relates to a loading and connection system for a split flying vehicle under multi-level redundant safety, aiming to solve technical problems such as safety, docking accuracy and efficiency in the loading and connection process of the split flying vehicle, so as to ensure the safe separation and connection between the manned / cargo module and the flight module in the split flying vehicle system, and improve the system reliability in complex environments.

[0043] Figure 1 This is a layout schematic diagram of the multi-rotor split-type flying car system according to an embodiment of the present application.

[0044] As Figure 1 shown, the multi-rotor split-type flying car system 10 of this embodiment includes three main components: a multi-rotor flight module 11, a carrier compartment 12, and an intelligent chassis 13. Among them, the multi-rotor flight module 11 is used to provide power for the carrier compartment 12 to travel in the air, and it can be a 6-rotor, 8-rotor, or 12-rotor flight module. Figure 1 The one shown in Figure 1 is a 6-rotor flight module. The carrier compartment 12 is used to carry passengers, load goods, etc. The intelligent chassis 13 is used to provide power for the carrier compartment 12 to travel on the ground, and it conducts intelligent networked driving on the ground. As

[0045] shown, the intelligent chassis 13 has wheels.

[0046] The multi-rotor flight module 11, the carrier compartment 12, and the intelligent chassis 13 are detachably connected to each other.

[0047] Based on the above layout, the multi-rotor split-type flying car system 10 includes a loading and connection system 100 for realizing the loading connection between the flight module and the ground module. The loading and connection system 100 is composed of multiple parts provided on the multi-rotor flight module 11, the carrier compartment 12, and the intelligent chassis 13.

[0048] Figure 2 This is a structural composition schematic diagram of the loading and connection system of the multi-rotor split-type flying car according to an embodiment of the present application.

[0049] As Figure 2 shown, the loading and connection system 100 of the multi-rotor split-type flying car according to an embodiment of the present application includes: a two-stage connection mechanism 110, an airborne balance module 120, and an emergency separation module 130. Each mechanism / module 110-130 works in coordination with the main control unit of the flying car through the CAN bus to realize the safe connection and separation between the manned / cargo module and the flight module of the multi-rotor split-type flying car system 10.

[0050] The two - stage connection mechanism 110 includes a traction locking part 111, an active locking part 112 and a locking force monitoring unit 113. The traction locking part 111 and the active locking part 112 are respectively arranged at multiple positions on the connection surfaces between the multi - rotor flight module 11, the transport bin 12 and the intelligent chassis 13 to perform the connection and release between the multi - rotor flight module 11, the transport bin 12 and the intelligent chassis 13, and the locking force monitoring unit 113 dynamically monitors the locking force of the active locking part 112.

[0051] Figure 3 It is a plan view of the traction locking part and the active locking part in the loading connection system of the multi - rotor split - type flying car according to the embodiment of the present application. Figure 4 is Figure 3 a partial enlarged view of

[0052] As Figure 3 shown, in this embodiment, the traction locking part 111 and the active locking part 112 of the two - stage connection mechanism 110 are respectively arranged at the four corners of the connection surfaces between the multi - rotor flight module 11, the transport bin 12 and the intelligent chassis 13 along the circumferential direction.

[0053] The traction locking part 111 is arranged around the active locking part 112, playing a role of traction and adsorption between the connection surfaces during connection, and realizing the auxiliary positioning of the active locking part 112. The active locking part 112 is arranged at the center surrounded by the traction locking part 111, playing a main locking role of locking each other after the connection surfaces come into contact.

[0054] In this embodiment, the traction locking part 111 adopts an electromagnetic lock array. For example, an array composed of 4 electromagnetic locks surrounds the corresponding active locking part 112.

[0055] It should be noted that, in order to realize the traction and adsorption of the connection surfaces between the multi - rotor flight module 11, the transport bin 12 and the intelligent chassis 13, for example, regarding the multi - rotor flight module 11 and the transport bin 12, a set of electromagnetic lock arrays need to be respectively arranged at the corresponding positions of the multi - rotor flight module 11 and the transport bin 12. In this way, a total of 8 groups of electromagnetic lock array units need to be arranged along the circumferential direction of the connection surface between the multi - rotor flight module 11 and the transport bin 12 to realize the mutual traction and adsorption of the connection surfaces. The same is true for the transport bin 12 and the intelligent chassis 13.

[0056] In addition, in the preferred solution, the traction locking part 111 adopts an electromagnetic lock unit formed by a composite structure of high - permeability silicon steel sheets and rare - earth permanent magnets, and the unit magnetic suction force ≥500N. In terms of control, for example, a 0 - 10A adjustable PWM modulation current can be used to dynamically distribute the magnetic suction force distribution of each group of electromagnetic lock arrays according to the pose deviation.

[0057] In this embodiment, the active locking part 112 adopts a self - locking bolt mechanism. AsFigure 4 As shown in the enlarged partial view, the self-locking plug mechanism 112 includes an active locking connection hole 114 provided on one of the two sides of the multi-rotor flight module 11, the transport bin 12, and the intelligent chassis 13 for connection, and a self-locking insertion mechanism 115 provided on the other side. After the self-locking insertion mechanism 115 is inserted into the active locking connection hole 114 of the connection partner, the two connection sides are automatically locked. For example, for the multi-rotor flight module 11 and the transport bin 12, an active locking connection hole 114 is provided on one of the multi-rotor flight module 11 and the transport bin 12, preferably the multi-rotor flight module 11, and a self-locking insertion mechanism 115 is provided on the other side. After the self-locking insertion mechanism 115 is inserted into the active locking connection hole 114 of the connection partner, the two sides are automatically locked, thus realizing the connection between the multi-rotor flight module 11 and the transport bin 12. The same is true for the connection between the transport bin 12 and the intelligent chassis 13, but preferably, the self-locking insertion mechanism 114 is also provided on the transport bin 12, and the active locking connection hole 113 is provided on the intelligent chassis 13.

[0058] In a preferred embodiment, the self-locking insertion mechanism 115 uses a tapered tungsten steel plug, the diameter of which is, for example, 20 mm, and the taper angle is 15°. After the self-locking insertion mechanism 115 is inserted into the guide groove of the active locking connection hole 114, self-locking is completed by relying on the elastic deformation of the spring steel ball. In a further preferred embodiment, the mating tolerance between the plug of the self-locking insertion mechanism 115 and the slot of the active locking connection hole 114 is H7 / g6, and the shear strength is ≥100 kN.

[0059] Figure 5 It is an enlarged view of the active locking part of the two-stage connection mechanism in the loading connection system of the multi-rotor split flying car according to the embodiment of the present application.

[0060] As Figure 5 As shown, the active locking part 112 of the embodiment of the present application adopts a hydraulic self-locking plug mechanism. Specifically, the self-locking insertion mechanism 115 of the active locking part 112 uses a tapered tungsten steel plug as described above, the diameter of which is, for example, 20 mm, and the taper angle is 15°. A spring steel ball 116 is provided in the middle of the self-locking insertion mechanism 114, and self-locking is completed by relying on the elastic deformation of the spring steel ball 116. A hydraulic mechanism 117 is provided at the end of the spring steel ball 115 for adjusting the locking force of the spring steel ball 116, that is, the active locking part 112, by using hydraulic pressure. Furthermore, a vibration sensor 118 is also provided between the end of the spring steel ball 116 and the hydraulic mechanism 117 for detecting the vibration during the flight or transportation of the flying car.

[0061] During the flight or transportation of a flying car, high vibrations may cause the connection of the active locking part 112 to become loose or even fail. Therefore, in this embodiment, the locking force (hydraulic pressure) of the active locking part 112 is adjusted in real time according to the vibration state of the flying car to ensure mechanical stability.

[0062] Therefore, in terms of control, the locking force monitoring unit 113 drives the dynamic adjustment of the locking force of the active locking part 112 according to vibration signals such as vibration frequency detected by the hydraulic pressure or vibration sensor 117 of the active locking part 112. For example, it can be: if it is confirmed according to the hydraulic pressure that the locking force of the active locking part 112 has decreased by 20% or if it is confirmed according to the vibration sensor 117 that the vibration exceeds the limit, an alarm is activated; if the vibration sensor 117 detects a resonance frequency band of 50 - 100 Hz, the locking force monitoring unit 113 increases the hydraulic pressure of the active locking part 112 by 20% to suppress resonance deformation. The detection range of the vibration sensor 117 is preferably 0 - 200 Hz in terms of frequency.

[0063] In addition, in a preferred solution, an acceleration sensor (not shown) is also installed on each active locking part 112 to detect the vibration acceleration of the flying car in real time. The detection range of the acceleration sensor is preferably 0 - 5g in terms of acceleration.

[0064] In this way, the vibration sensor 117 and the acceleration sensor are combined to collect the vibration acceleration and spectrum during the flight or transportation of the flying car in real time, and the locking force monitoring unit 113 drives the dynamic adjustment of the locking force of the active locking part 112 according to the detected vibration acceleration and spectrum.

[0065] Figure 6 It is a schematic flowchart of the method for dynamically monitoring the locking force of the active locking part of the two - stage connection mechanism in the loading and connection system of the multi - rotor split - type flying car according to the embodiment of this application.

[0066] The dynamic locking force monitoring of the locking force monitoring unit 113 for the active locking part 112 is specifically carried out as follows.

[0067] In step 601, the vibration acceleration and spectrum are collected from the vibration sensor 117 and the acceleration sensor of the active locking part 112.

[0068] In step 602, it is confirmed whether the vibration exceeds the vibration threshold based on the collected vibration acceleration and spectrum. For example, it is confirmed whether the energy in the 50 - 100 Hz frequency band exceeds 150% of the static load state baseline value (lasting ≥ 100 ms). If the vibration threshold is not exceeded, proceed to step 603, otherwise transfer to step 604.

[0069] In step 603, maintain the reference locking force of the active locking part 112. The reference locking force can be a preset value. For example, the reference locking force of the active locking part 112 is set according to a load of 100 kg and a safety factor. For example, the reference locking force is set to 8 MPa.

[0070] In step 604, trigger the increase of the locking force of the active locking part 112. For example, if it is confirmed that the resonance frequency band is detected based on the collected vibration acceleration and spectrum, then the locking force of the active locking part 112, that is, the hydraulic pressure, is increased to 9.6 MPa (8 MPa × 1.2) to enhance the locking friction to resist vibration.

[0071] After step 603 or step 604, return to step 601 to continuously monitor the dynamic locking force.

[0072] The following specific scenarios of dynamic locking force monitoring are given.

[0073] Resonance encountered during hovering

[0074] When the aircraft hovers, the ground vibration causes 80 Hz resonance → the sudden increase of resonance energy is detected → the hydraulic pressure of the active locking part 112 rises from 8 MPa to 9.6 MPa → the resonance energy decreases and the locking returns to stability.

[0075] Strong wind impact

[0076] Suddenly encountering strong turbulence during flight, the vibration acceleration reaches 1.5 g → the 4 active locking parts 112 bear the load simultaneously to avoid the structural fracture of the active locking part 112.

[0077] In this way, by setting up a two-stage connection mechanism at the connection surface and performing real-time dynamic locking force monitoring, the connection stability and safety between the manned / cargo module and the flight module can be ensured.

[0078] In addition, in the preferred solution, lidar, millimeter-wave radar and a vision recognition system can also be used to scan the three-dimensional space coordinates of the docking interface of the two-stage connection mechanism 110 in real time, and combined with inertial navigation (IMU) data, a high-precision path planning is generated. During the docking process, from flexible docking to rigid docking, automatic high-precision docking is completed.

[0079] Return to Figure 2 , and the on-board balance module 120 is used to perform dynamic monitoring of the on-board balance of the flying car. Specifically, in this embodiment, the on-board balance module 120 includes distributed gravity sensors 121 arranged in the cargo compartment 12 and an on-board balance monitoring unit 122 for adjusting the on-board balance of the aircraft based on the sensor data of the distributed gravity sensors 121.

[0080] The distributed gravity sensor 121 includes multiple gravity sensors, which are distributed at multiple points on the top-view plane of the carrier cabin 12 to monitor the position of the center of gravity of the carrier cabin 12 in real time.

[0081] Figure 7 It is a sensor distribution point diagram of the airborne balance module 120 in the loading and connection system of the multi-rotor split flying vehicle according to the embodiment of the present application.

[0082] As Figure 7 shown, in this embodiment, a 16-point distributed gravity sensor 121 is adopted and evenly distributed along the top-view plane of the carrier cabin 12. Preferably, the measurement range of each gravity sensor is 0 - 5 MPa, and the accuracy is ±1% FS.

[0083] It should be noted that as long as the distributed gravity sensors 121 are evenly distributed along the top-view plane of the carrier cabin 12 to be able to monitor the position of the center of gravity of the carrier cabin 12, they can be arranged either inside the carrier cabin 12 or outside the carrier cabin 12.

[0084] The airborne balance monitoring unit 122 processes the sensor data of the distributed gravity sensors 121 to monitor the airborne balance of the flying vehicle. Specifically, the airborne balance monitoring unit 122 calculates the airborne balance of the flying vehicle through the principle of moment balance by using the detection values of the distributed gravity sensors 121 and their corresponding position coordinates.

[0085] The specific processing process of the airborne balance monitoring unit 122 includes the center of gravity position monitoring that calculates the position of the center of gravity of the carrier cabin by using the detection values of the distributed gravity sensors 121 and their corresponding position coordinates and the airborne balance monitoring of the flying vehicle based on the center of gravity position.

[0086] 1. Center of gravity position monitoring

[0087] (1) Obtain sensor coordinates

[0088] According to the layout of the carrier cabin connection surface, determine the plane coordinates (x i , y i ) of each sensor. The coordinate system can be set with the center of the connection surface as the origin, or a certain corner as the origin (which needs to be consistent with the installation design).

[0089] (2) Measure the force values at each point of the carrier cabin

[0090] Read the pressure p i of each sensor, and convert it into the corresponding force F i = p i * A i , where A i is the effective contact area of the sensor. If the areas of all sensors are the same and set as A, then F i = pi *A i , the total weight W = A∑p i .

[0091] (3) Calculate the total weight and moment of the carrier cabin

[0092] Total weight: W = ∑F i ;

[0093] Total moment in the X direction: M x = ∑(F i *x i );

[0094] Total moment in the Y direction: M y = ∑(F i *y i ).

[0095] (4) Solve the coordinates of the center of gravity of the carrier cabin

[0096] Divide the total moment of the carrier cabin by the total weight to obtain the position of the center of gravity of the carrier cabin:

[0097]

[0098] 2. Dynamic airborne balance monitoring

[0099] Assume that the rotors of the multi-rotor flight module 11 (taking six rotors as an example) are evenly distributed on a circle with a radius of R, and their coordinates (x i , y i ) take the center of the aircraft as the origin. The power distribution formula for each rotor is:

[0100]

[0101] P i : Power of rotor i;

[0102] W: Total weight of the carrier cabin (calculated by the resultant force of all sensors);

[0103] k: Motor power-lift conversion coefficient (F i = kP i , related to motor performance);

[0104] R: Radius of the circle where the rotors are distributed;

[0105] X c , Y c : Coordinates of the center of gravity of the carrier bin (calculated based on sensor data);

[0106] Basic power: The reference power when all rotors are hovering is to ensure that the total lift is equal to W;

[0107] Dynamic compensation term: It is the power correction caused by the center of gravity shift, and is used to achieve moment balance through the product of the rotor position and the center of gravity coordinates;

[0108] According to the above logic, if the center of gravity shifts to the right (X c > 0), the power of the right rotor (x i > 0) increases, and the power of the left rotor (x i < 0) decreases, so as to generate a reverse moment to offset the center of gravity shift, thereby ensuring in-air balance.

[0109] In the preferred solution, in practice, it is necessary to verify that the calculated power P of each rotor i ≥ 0. If it exceeds the motor power limit, the in-air balance monitoring unit 122 issues a warning to adjust the loading of the transport cabin or reduce the load.

[0110] Figure 8 It is a schematic flowchart of the dynamic in-air balance monitoring method of the in-air balance module in the loading and connection system of the multi-rotor split flying vehicle according to the embodiment of the present application. As Figure 8 shown, the specific in-air balance monitoring process of the in-air balance monitoring unit 122 is as follows.

[0111] In step 801, detection values and their corresponding position coordinates are obtained from the distributed gravity sensors 121 at multiple points distributed on the plane looking down on the transport cabin 12.

[0112] In step 802, using the detection values of the distributed gravity sensors 121 and their corresponding position coordinates, the center of gravity position of the transport cabin 12 is calculated according to the above formula (1).

[0113] In step 803, based on the calculated center of gravity position of the transport cabin 12, the dynamic power distribution of each rotor of the multi-rotor flight module 11 is determined according to the above formula (2).

[0114] In step 804, it is judged whether the power distribution of each rotor exceeds the motor power limit. If it exceeds, proceed to step 805, otherwise return to step 801 to continue the dynamic in-air balance monitoring.

[0115] In step 805, a reminder to adjust the loading of the transport cabin or reduce the load is issued.

[0116] In this way, by arranging the distributed gravity sensors 121 in the transport cabin module to monitor and adjust the center of gravity of the flying vehicle in real time, it is possible to compensate for the center of gravity shift caused by the weight change of the transport cabin module through the adjustment of the rotor thrust distribution of the flight module during the flight state, thereby ensuring in-air balance.

[0117] In addition, in a preferred embodiment, the on-board balance monitoring unit 122 can also, before the flight module enters the flight mode, first use the detection value of the distributed gravity sensor 121 to self-check whether the center of gravity offset state in the transport cabin is suitable for flight transportation. If not, it will prompt for adjustment before transportation.

[0118] In addition, in a preferred embodiment, when the transport cabin is docked with the chassis module, when the center of gravity offset exceeds a threshold value (such as a lateral offset > 10 cm), the automatic adjustment of the height or tilt angle of the chassis telescopic support can be activated to bring the center of gravity back to the safe range.

[0119] Return to Figure 2 , the emergency separation module 130 is connected to the two-stage connection mechanism 110 and the on-board balance module 120, and is used to trigger the unlocking of the lock of the two-stage connection mechanism 110 when an extreme situation is detected based on the information obtained from the two-stage connection mechanism 110 and the on-board balance module 120, so that the transport cabin 12 is separated from the multi-rotor flight module 11. After the transport cabin 12 is separated from the multi-rotor flight module 11, the parachute is released.

[0120] In a preferred embodiment, the conditions for triggering separation (irreversible failure): based on the hydraulic pressure of the active locking part 112, the locking force drops by more than the locking force threshold value, such as 50%, for a certain period of time, such as 3 seconds; or based on the sensing data of the distributed gravity sensor 121, the pose deviation of the transport cabin 12 exceeds the predetermined deviation threshold value, such as ±10 mm.

[0121] In a preferred embodiment, the process of triggering the separation of the transport cabin 12 from the multi-rotor flight module 11 can be: cutting off the power supply of the electromagnetic lock of the active locking part 112 and retaining the power supply of the super capacitor; releasing 50% of the hydraulic pressure (the active locking part 112 is alternately unlocked to avoid impact), triggering the spring lock, and ensuring that the free fall distance of the transport cabin is ≤ 0.5 m before being taken over by the parachute.

[0122] As described above, the multi-rotor split-type flying car and its loading and connection system according to the embodiments of the present application can achieve the following effects by designing a redundant safety locking and dynamic locking force monitoring system, a dynamic on-board balance adaptive system, and an emergency separation system:

[0123] 1. Automatic high-precision docking: During the docking process, from flexible docking to rigid docking, automatic high-precision docking is completed.

[0124] 2. Redundant safety locking: The system mainly includes two-stage locking structures of an electromagnetic lock (traction lock) and a hydraulic buckle (main lock), and the locking state is monitored in real time through a pressure sensor to ensure the connection stability and safety between the manned / cargo module and the flight module.

[0125] 3. Onboard balancing system: The flying car's center of gravity is monitored and adjusted in real time. Distributed gravity sensors are placed in the carrier module to calculate the center of gravity position in real time. For example, when the chassis module is docked, if the center of gravity offset exceeds a threshold (such as a lateral offset greater than 10cm), the system automatically adjusts the height or tilt angle of the chassis's retractable bracket to return the center of gravity to a safe range. In flight, the rotor thrust distribution of the flight module is adjusted to compensate for the center of gravity offset caused by the weight change of the carrier module, forming an onboard balancing model for flight mode.

[0126] 4. Emergency separation system: When an extreme condition is detected, such as an external force impact (such as lateral wind force > level 8) or an energy interruption, the system triggers active locking and rapid separation. The flight module starts the backup power supply to hover, and the carrier cabin releases the parachute after separating from the flight module.

[0127] In the several embodiments provided herein, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. In addition, the features disclosed in the several method or device embodiments provided herein can be combined in any manner, unless they conflict, to form new method or device embodiments.

[0128] For example, the loading and docking system of the multi-rotor split-type flying car may include only one of the two-stage docking mechanism 110 and the onboard balancing module 120 , and may not include the emergency separation module 130 .

[0129] The above is only a specific implementation method of the present application, but the scope of protection of the present application is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be covered by the scope of protection of the present application.

Claims

1. A loading and connection system for a multi-rotor split-type flying car, characterized in that Comprising: A two - stage connection mechanism, which includes a traction locking part and an active locking part arranged on the connection surfaces between the multi - rotor flight module, the cargo compartment and the intelligent chassis of the multi - rotor split - type flying vehicle. The traction locking part is an electromagnetic lock array arranged around the active locking part, and is used for traction adsorption between the connection surfaces during connection. The active locking part adopts a self - locking bolt mechanism, which is arranged at the center surrounded by the traction locking part, and is used for automatic mutual locking after the connection surfaces come into contact.

2. The loading and connection system of the multi - rotor split - type flying vehicle according to claim 1, wherein: The active locking part is further provided with a hydraulic mechanism for adjusting the locking force of the active locking part. The two - stage connection mechanism further includes a locking force monitoring unit, and the locking force monitoring unit dynamically adjusts the locking force of the active locking part by using the hydraulic pressure of the hydraulic mechanism.

3. The loading and connection system of the multi - rotor split - type flying vehicle according to claim 2, wherein: The active locking part is further provided with a vibration sensor for detecting the vibration during the flight or transportation of the flying vehicle. The locking force monitoring unit dynamically adjusts the locking force of the active locking part according to the vibration signal detected by the vibration sensor.

4. The loading and connection system of the multi - rotor split - type flying vehicle according to claim 3, wherein: The dynamic locking force monitoring performed by the locking force monitoring unit includes: Collecting vibration signals from the vibration sensor; Based on the collected vibration signals, confirming whether the vibration frequency exceeds the vibration threshold; If the vibration frequency does not exceed the vibration threshold, maintaining the reference locking force of the active locking part; and If the vibration frequency exceeds the vibration threshold, triggering an increase in the locking force of the active locking part.

5. The loading and connection system of the multi - rotor split - type flying vehicle according to claim 1, wherein: The traction locking part adopts an electromagnetic lock unit formed by a composite structure of high - permeability silicon steel sheets and rare - earth permanent magnets, and the unit magnetic suction force ≥ 500N. The self - locking bolt mechanism of the active locking part adopts a tapered tungsten steel bolt, and completes self - locking by relying on the elastic deformation of spring steel balls after being inserted into the locking connection hole.

6. A loading and connection system for a multi-rotor split-type flying car, characterized in that, Comprising: An airborne balance module, which includes distributed gravity sensors arranged in the cargo compartment of the multi - rotor split - type flying vehicle, and an airborne balance monitoring unit for adjusting the airborne balance of the multi - rotor split - type flying vehicle based on the sensor data of the distributed gravity sensors. The distributed gravity sensors include multiple gravity sensors, which are distributed at multiple points on the plane of the top view of the cargo compartment. The airborne balance monitoring unit determines the center - of - gravity position of the cargo compartment by using the detection values of the distributed gravity sensors and their corresponding position coordinates, and performs dynamic airborne balance monitoring of the flight module based on the center - of - gravity position.

7. The loading and connection system of the multi - rotor split - type flying vehicle according to claim 6, wherein: The airborne balance monitoring unit calculates the power distribution of each rotor based on the center - of - gravity position of the cargo compartment: Among them, P i : The power of rotor i; x i , y i : Coordinates of rotor i, with the center of the flight module as the origin; W: Total weight of the cargo compartment; k: Motor power - lift conversion coefficient; R: The radius of the circumferential distribution of the rotors; X c , Y c : The center of gravity coordinates of the carrier bin.

8. The loading and connection system of the multi-rotor split-type flying car according to claim 7, characterized in that The dynamic on-board balance monitoring performed by the on-board balance monitoring unit includes: Obtaining the detection value and its corresponding position coordinates from the distributed gravity sensors; Using the detection value and its corresponding position coordinates to calculate the center-of-gravity position of the cargo compartment; and Based on the center-of-gravity position of the cargo compartment, determining the power distribution of each rotor of the multi-rotor split-type flying car.

9. The loading and connection system of the multi-rotor split-type flying car according to claim 8, characterized in that Before the multi-rotor split-type flying car enters the flight mode, the on-board balance monitoring unit determines whether it is suitable for flight transportation based on the detection value of the distributed gravity sensors and its corresponding position coordinates.

10. A loading and docking system for a multi-rotor split-type flying car, characterized in that: It includes: A two-stage connection mechanism, which includes a traction locking part and an active locking part provided on the connection surfaces between the multi-rotor flight module, the cargo compartment and the intelligent chassis of the multi-rotor split-type flying car; An on-board balance module, which includes distributed gravity sensors provided in the cargo compartment and an on-board balance monitoring unit for adjusting the on-board balance of the multi-rotor split-type flying car based on the sensor data of the distributed gravity sensors; and An emergency separation module, which is connected to the two-stage connection mechanism and the on-board balance module, and is used to trigger the separation of the cargo compartment and the multi-rotor flight module when an extreme situation is detected, The traction locking part is an electromagnetic lock array, which is arranged around the active locking part and is used for the traction and adsorption between the connection surfaces during connection, The active locking part adopts a self-locking bolt mechanism, which is arranged at the center surrounded by the traction locking part and is used for automatic mutual locking after the connection surfaces come into contact, The distributed gravity sensors include a plurality of gravity sensors, which are distributed at multiple points on the plane of the top view of the cargo compartment, The on-board balance monitoring unit uses the detection value of the distributed gravity sensors and its corresponding position coordinates to determine the center-of-gravity position of the cargo compartment and performs dynamic on-board balance monitoring of the flight module based on the center-of-gravity position, The emergency separation module triggers the release of the locking of the active locking part when it detects that the locking force of the two-stage connection mechanism drops by more than a predetermined threshold or the deviation of the center-of-gravity position of the cargo compartment exceeds a predetermined threshold.

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