Freight aircraft operation system and take-off and landing and automatic cargo loading and unloading method

Abstract

The invention discloses a freight aircraft operation system, a take-off and landing method and an automatic cargo loading and unloading method, and relates to the technical field of take-off and landing control of freight aircrafts. The cost of large-scale aircraft logistics can be reduced, and the automatic loading and unloading process of the fixed-wing aircraft is achieved. The freight aircraft moves back and forth among a plurality of freight stations, each freight station is provided with a recovery device, a cargo transfer device and a launching device, the freight aircraft carries cargos and then takes off through catapult launching of the launching device, and the freight aircraft automatically loads and unloads the cargos through the cargo transfer device after flying to the recovery device. And logistics transportation of the next freight aircraft is carried out. According to the cargo aircraft take-off and landing and automatic cargo loading and unloading method, the vertical constraint requirement of a take-off and landing site is reduced, complex sinking rate-leveling control is converted into simple maintenance of the height H and the level flight cruising speed V, and the safety and adaptability of take-off and landing are improved through precise movement of a ground controllable mechanism.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of cargo aircraft take-off and landing control, in particular to a cargo aircraft operation system and an automatic loading and unloading method. BACKGROUND

[0002] The aircraft has accumulated large-scale and commercialized mature application experience in the fields of surveying and mapping, power inspection, and agricultural and forestry plant protection. With the continuous increase in global e-commerce business volume and the demand for instant delivery of "hour delivery, minute delivery" spilling from urban centers to suburban counties and cross-city scenarios, building a new air logistics network is considered as a key link to break through the "next-day delivery" and even "same-day delivery" full chain.

[0003] At present, most of the aircraft logistics systems put into trial operation take multi-rotor platforms as the core: such models are flexible in vertical take-off and landing, simple in scheduling, and easy to deploy in community rooftops or narrow warehouses, but due to high rotor load and low aerodynamic efficiency, their energy utilization efficiency is extremely low, and they need to be frequently replaced with batteries and standby aircraft, so the fleet size and supporting charging facilities are multiplied, the cost of battery depreciation, manpower, and control link is amplified, resulting in an exponential increase in cost with the task radius.

[0004] Compared with multi-rotor, traditional fixed-wing aircraft can achieve hundreds of kilometers of range with high aspect ratio wings, and can meet the characteristics of short-range large quantity transportation, but they either rely on long runway take-off or use catapult-parachute recovery. The former is limited by site selection, and the latter needs to carry additional structures such as landing gear, slow parachute, hooks, etc. to absorb impact, destroy the streamline of the fuselage and increase the weight, so the advantage of aerodynamic efficiency is offset; at the same time, runway construction, catapult and intercept net maintenance also increase the cost of the station.

[0005] The vertical take-off and landing fixed-wing seems to have the advantages of both types of models, but it must start the rotor full power suspension during the take-off and landing stage, and the energy consumption is almost the same as that of the multi-rotor. After entering the cruise, it has to carry redundant components such as tilting blades and hinge actuators for high-speed forward flight, and the additional resistance and weight make the total energy consumption higher than that of the fixed-wing aircraft of the same size. It is difficult to establish a cost advantage in a high-frequency, thousand-aircraft-level commercial network.

[0006] At present, most of the aircraft stations still use semi-automatic processes such as manual disassembly of cargo boxes, code scanning and re-loading, and the risk of personnel training, scheduling and misoperation increases with the size of the random team, which slows down the throughput of the entire network.

[0007] Therefore, in order to truly meet the large-scale air logistics demand under the background of low-altitude economy, an integrated solution is urgently needed: it can maintain the long endurance and low energy consumption brought by high aspect ratio fixed-wing, safely take off and land in the restricted field of container level, does not rely on complex runway or ejection device, and realizes the automatic loading and unloading process of logistics goods, breaks through in flight efficiency, field adaptability and turnover efficiency, and reduces the cost of air logistics. SUMMARY

[0008] The present application aims at the above problems, and provides a freight aircraft operation system and a take-off and landing and automatic loading and unloading method, which can reduce the cost of large-scale aircraft logistics and realize the automatic loading and unloading process of fixed-wing aircraft.

[0009] The technical scheme of the present application is as follows: the freight aircraft goes back and forth among a plurality of freight stations, each of which has a recovery device, a freight transfer device and a launching device; the freight aircraft carrying goods is launched by the launching device to take off; after the freight aircraft flies to the recovery device, the freight aircraft automatically loads and unloads the goods by the freight transfer device and carries out logistics transportation of the next aircraft; and the specific steps are as follows:

[0010] S1, at the stage of launching take-off, after the loading of goods is completed, the logistics standard box is locked on the freight aircraft in the station at the departure position; when the pressure sensor on the launching trolley senses a threshold a1, the aircraft throttle is opened to 10%, after the launching frame receives the launching signal, the freight aircraft is launched to a speed V1, and when the pressure sensor on the launching trolley senses a threshold a2, the freight aircraft is launched to the launching frame, and the freight aircraft throttle is fully opened;

[0011] S2, at the stage of air cruising, the freight aircraft uses a double-loop PID-based control method to maintain the cruising speed and height of the freight aircraft; the double-loop PID-based control method includes an airspeed channel and a height channel, the outer loop in the airspeed channel is used for airspeed control, and the inner loop is used for the speed control of the propeller in the freight aircraft; the outer loop in the height channel is used for height control, and the inner loop is used for the pitch angle control of the freight aircraft;

[0012] The freight aircraft acquires the airspeed V and the height H in real time, and compares them with the target speed Vref and the target height Href respectively to form a speed error and a height error The double-loop PID control method is used to calculate the PWM signal instruction required for the height control of the freight aircraft and the rudder surface control instruction of the freight aircraft , so as to control the propeller and the rudder surface of the freight aircraft to work cooperatively to maintain the stability of the cruising speed and the flight height;

[0013] S3, landing recovery stage: in the station of the arrival receiving position, the ground recovery device identifies the cargo aircraft flying in the air based on the YOLOV10 aircraft target recognition technology of the visual sensor, adjusts the posture of the first mechanical arm until the cargo aircraft is in the middle of the visual image obtained by the visual sensor, and obtains the position of the cargo aircraft and the recovery device in real time, controls the cargo aircraft to fly towards the recovery device at a preset height and a preset speed, without controlling the sinking speed, and the cargo aircraft is parked to the designated position after being recovered by the recovery device;

[0014] S4, automatic loading and unloading stage: after the cargo aircraft is parked to the rear of the recovery device, the transfer trolley senses the relative position of the recovery device, drives to the lower side of the cargo aircraft, performs position calibration through the visual sensor of the second mechanical arm, identifies the press-type unlocking button, and after unlocking is completed, unloads the logistics standard box, and replenishes the logistics standard box to be sent in the station to the cargo aircraft belly for locking;

[0015] S5, transfer stage: the base moves the cargo aircraft to the front of the launching device along the movement track, drives the first mechanical arm to load the cargo aircraft on the ejection rack, and returns to step S1.

[0016] The control flow steps of the air cruising stage include:

[0017] Step B1: the cargo aircraft detects whether the speed threshold value reaches the required speed for level flight, if yes, a double-loop PID-based control method is used to control the cargo aircraft to reach the cruising height, and the cruising state is maintained at the required speed for level flight; otherwise, the cargo aircraft is kept full throttle to drive the cargo aircraft to increase the flight speed;

[0018] Step B2: the cargo aircraft enters the cruising state and waits for the recovery signal instruction to trigger;

[0019] The airspeed channel is calculated by the following formula:

[0020] The outer loop of the airspeed channel is the airspeed control:

[0021]

[0022]

[0023] In the formula, is the target airspeed of the cargo aircraft, is the current airspeed of the cargo aircraft, is the difference between the target airspeed and the current airspeed of the cargo aircraft, , , are the proportional, integral and differential gain constants of the airspeed control, respectively, to calculate the required output thrust;

[0024] The inner loop of the airspeed channel is the speed control, which is used to control the propeller of the cargo aircraft:

[0025]

[0026]

[0027]

[0028] wherein, to calculate the required output thrust, is a gain constant, is the target speed of the propeller in the cargo aircraft, is the current speed of the propeller in the cargo aircraft, is the difference between the target speed and the current speed of the propeller in the cargo aircraft, , , are the proportional, integral, and derivative gain constants of the speed control, respectively, is the calculated PWM signal command;

[0029] The height channel is calculated using the following formula:

[0030] The outer loop of the height channel is the height control:

[0031]

[0032]

[0033] wherein, is the target height of the cargo aircraft, is the current height of the cargo aircraft, is the difference between the target height and the current height of the cargo aircraft, , , are the proportional, integral, and derivative gain constants of the height control, respectively, is the calculated required output pitch angle of the cargo aircraft;

[0034] The inner loop of the height channel is the control of the rudder of the cargo aircraft:

[0035]

[0036]

[0037] wherein, is the calculated required output pitch angle of the cargo aircraft, is the current pitch angle of the cargo aircraft, is the difference between the required pitch angle and the current pitch angle of the cargo aircraft, , are the proportional and differential gain constants of the rudder control, is the calculated rudder control command.

[0038] The specific control flow of the landing recovery phase includes:

[0039] Step C1: If no recovery instruction is received, the cruise state of the aircraft is maintained, otherwise the cargo aircraft is controlled to enter a predetermined recovery height and level flight speed, and the first mechanical arm is driven to perform attitude driving;

[0040] Step C2: Through the input of the positioning module information, the first mechanical arm follows the attitude of the cargo aircraft, calculates the corresponding landing decision window at this time, and the landing decision window has a preset distance with the mechanical arm; Then, it is detected whether the landing recovery condition is reached. The landing recovery judgment condition is that if the cargo aircraft height H1 is within the interval H±∆H2, the level flight speed V is within the interval V1±∆V2, the left-right deviation is within C±∆C, and the attitude deviation is within θ±∆θ, then the recovery condition is reached, and the landing can be performed. Otherwise, send signal E to the control terminal to display that the landing recovery condition has not been reached;

[0041] Step C3: After the landing recovery condition is reached, if the pressure sensor in the airbag detects that the cargo aircraft contacts the recovery device, the propeller of the cargo aircraft is controlled to stop rotating, and the recovery is displayed as successful. Otherwise, the cargo aircraft is controlled to continue flying at the recovery height and level flight speed.

[0042] The recovery device includes a first mechanical arm, a secondary buffer recovery device, a base, and a motion track. The motion track is installed on the ground, and the surface of the motion track has damping. The bottom end of the first mechanical arm is walkingly connected to the motion track through the base, and the execution end of the first mechanical arm is fixed with the secondary buffer recovery device through a flange connector, so as to drive the secondary buffer recovery device to move arbitrarily in three-dimensional space. A visual sensor for identifying the cargo aircraft is also installed at the middle position of the top surface of the base.

[0043] The cargo transfer device includes a second mechanical arm, a transfer trolley, a cargo storage box, and a loading and unloading mechanism. The bottom of the second mechanical arm is installed at the front of the transfer trolley, and the top of the second mechanical arm is fixed with the loading and unloading mechanism through a flange. The loading and unloading mechanism is used to load and unload the logistics standard box of the cargo aircraft. The cargo storage box is fixed at the rear end of the transfer trolley and is used for storage and replenishment of goods. The transfer trolley is used for transfer of the cargo storage box.

[0044] The launching device comprises a launching frame and a launching trolley, the rear end of the launching frame is hinged on a launching base, and the front end of the launching frame is connected with the launching base through a hydraulic actuating cylinder, a pneumatic launching device for pushing or recovering the launching trolley is arranged in the launching frame, and the launching base is supported on the ground through four supporting legs.

[0045] The beneficial effects of the present application include:

[0046] Firstly, the high-aspect-ratio cargo aircraft proposed in the present application designs the wing as both a lift generating component and a landing longitudinal overload bearing component: the wing leading edge is locally reinforced, can directly engage with the ground clamp to absorb the landing impact, and does not need independent landing gear and retraction mechanism, thereby reducing the structural complexity and weight, the logistics standard box adopts an integrated embedded layout conforming to the fuselage streamline, cooperatively reduces the additional resistance and releases the effective volume, significantly improves the range and endurance, and has double advantages of cost and energy consumption for the large-scale logistics network with multiple flights and high frequency.

[0047] Secondly, the present application creatively transfers the landing site from the ground runway to the air, the launching end only needs a launching rail to accelerate off the ground, and the recovery end completes the clamping and buffering in the air by the combination of the moving track and the mechanical arm, thereby eliminating the dependence on the runway, the arresting net and the large-area flat site, and the designed cargo aircraft landing control and cargo automatic loading and unloading method has high automation capability, can circulate the launching, recovery and automatic loading and unloading of goods in the same horizontal plane without manual participation, and can improve the efficiency of large-scale logistics transportation of aircraft.

[0048] Thirdly, the designed cargo aircraft landing and cargo automatic loading and unloading method reduces the vertical constraint requirement of the landing site, converts the complex sinking rate-flattening control into the simple maintenance of height H and cruising speed V, and improves the safety and adaptability of landing through the precise motion of the ground controllable mechanism. BRIEF DESCRIPTION OF DRAWINGS

[0049] Figure 1 is a general schematic view of the cargo aircraft operation system designed in the present application;

[0050] Figure 2 is a structural schematic view of the recovery device of the present application;

[0051] Figure 3 is a partial structural enlarged schematic view of A part in the present application; Figure 2

[0052] Figure 4 is a structural schematic view of the cargo transfer device of the present application;

[0053] Figure 5 is a side view of the recovery device of the present application;

[0054] ​Figure 6 is a schematic view of a cargo aircraft structure of the present application;

[0055] Figure 7 is a schematic view of a cargo aircraft structure of the present application; Figure 6 is a partial enlarged view of part C in the above figure;

[0056] Figure 8 is a schematic view of a cargo aircraft structure of the present application; Figure 6 is a partial enlarged view of part D in the above figure;

[0057] Figure 9 is a schematic view of a cargo aircraft structure of the present application;

[0058] Figure 10 is a schematic view of a cargo aircraft structure of the present application;

[0059] Figure 11 is a schematic view of a cargo aircraft structure of the present application;

[0060] Figure 12 is a schematic view of a cargo aircraft structure of the present application;

[0061] Figure 13 is a schematic view of a cargo aircraft structure of the present application; Figure 12 is a partial enlarged view of part B in the above figure;

[0062] Figure 14 is a schematic view of a cargo aircraft structure of the present application;

[0063] Figure 15 is a schematic view of a cargo aircraft structure of the present application;

[0064] Figure 16 is a schematic view of a cargo aircraft structure of the present application.

[0065] Figure label name: 1, recycling device, 11, first mechanical arm, 12, secondary buffer recycling device, 13, base, 14, movement track;

[0066] 101, flange connector, 102, transverse rib, 103, mounting connecting column, 104, longitudinal rib, 105, linear actuator, 106, support plate, 107, first rotary connector, 108, second rotary connector, 109, vertical connecting plate, 110, sliding piece, 111, fixed piece, 112, clamping plate, 113, air bag;

[0067] 2, cargo transfer device, 21, second mechanical arm, 22, transfer trolley, 23, cargo storage box, 24, loading and unloading mechanism, 3, cargo aircraft, 31, logistics standard box, 32, elastic box lock mechanism, 321, lock tongue, 322, first elastic element, 33, unlocking mechanism, 331, push rod, 332, second elastic element, 34, press type unlocking button, 35, blended wing body section, 36, wing landing contact section, 361, leading edge stiffener, 362, stiffening rib, 363, cross beam;

[0068] 4, launching device, 41, launching frame, 42, launching trolley, 421, support side plate, 422, adjusting groove, 423, wing clamping piece, 424, sliding rail. DETAILED DESCRIPTION

[0069] In order to clearly illustrate the technical features of the present application, the present application will be described in detail below with specific embodiments, and in conjunction with the accompanying drawings.

[0070] In the present application, the cargo aircraft 3 goes back and forth among multiple cargo stations, such as Figure 1 As shown in the figure, the cargo aircraft operation system includes a recycling device 1, a cargo transfer device 2 and a launching device 4 arranged at each cargo station. After carrying the cargo, the cargo aircraft 3 is launched by the launching device 4 to take off, the cargo aircraft 3 flies to the recycling device, and the cargo is automatically loaded and unloaded by the cargo transfer device 2, and the logistics transportation of the next cargo aircraft 3 is carried out.

[0071] As shown in Figure 2 , 3 The recycling device 1 includes a first mechanical arm 11, a two-stage buffer recycling device 12, a base 13 and a motion track 14. The motion track 14 is installed on the ground, and the surface of the motion track 14 has damping, so as to be able to perform ground buffer action along the axial direction. The bottom end of the first mechanical arm 11 is walkably connected to the motion track 14 through the base 13, and the execution end of the first mechanical arm 11 fixes the two-stage buffer recycling device 12 through a flange connector, so as to drive the two-stage buffer recycling device 12 to move arbitrarily in three-dimensional space. A visual sensor for identifying the cargo aircraft 3 is also installed at the middle position of the top surface of the base 13.

[0072] Specifically,

[0073] The two-stage buffer recycling device 12 includes a flange connector 101, a cross rib 102, a mounting connecting column 103, a longitudinal rib 104, a linear actuator 105, a support plate 106, a first rotating connecting rod 107, a second rotating connecting rod 108, a vertical connecting plate 109, a sliding member 110, a fixing member 111, a clamping plate 112 and an air bag 113.

[0074] The flange connector 101 is fixedly connected with two connecting columns 103 through the left and right lateral ribs 102, the lateral ribs 102 are hollow plates in parallelogram shape, used for strengthening the bearing of longitudinal impact load, the outer side is connected with the mounting connecting column 103, the mounting connecting column 103 is a cylinder, the upper and lower sides of the mounting connecting column 103 are fixedly connected with two fixed plates through the longitudinal ribs 104, the front end of the mounting connecting column 103 is fixed with the linear actuator 105, the output of the linear actuator 105 penetrates the support plate 106, and the support plate 106 is fixedly connected between the two fixed plates;

[0075] The front end of the fixed plate is hingedly connected with the fixed part 111, the front end of the fixed part 111 is hingedly connected with the clamping plate 112, the upper and lower sides of the sliding part 110 are simultaneously hingedly connected with two clamping plates 112, and the air bag 113 is fixedly mounted on the front side end face of the sliding part 110; the support plate 106 is connected with the sliding part 110 through the first rotating connecting rod 107 and the second rotating connecting rod 108, and the support plate 106, the first rotating connecting rod 107, the second rotating connecting rod 108 and the sliding part 110 are sequentially hingedly connected and the hinged positions have damping.

[0076] The linear actuator 105 can be telescoped in the axial direction, when the sliding part 110 is translated to the rear, the sliding part 110 is reset by the elongated actuator rod and a pair of clamping plates 112 are opened.

[0077] The vertical connecting plate 109 is used for supporting the upper and lower fixed plates, and a hole is arranged in the middle for axial positioning of the sliding part 110, one end of the first rotating part 107 is rotationally connected with the second rotating part 108 through an axial hole, and the other end of the second rotating part 108 is rotationally connected with the sliding part 110, and the connecting positions have damping.

[0078] The sliding part 110 has a through hole in the front end and is connected with the air bag 113, and the whole can slide in the axial direction, the air bag 113 and the front end face of the sliding part 110 have a deflection angle, and the deflection angle is matched with the back sweep angle of the wing; the air bag 113 is made of rubber material, a gas pump pipeline and an electric control pressure relief valve are connected at the rear of the air bag, the air bag can be inflated and deflated under the control of the controller, the internal pressure of the air bag can be controlled, and the air bag is internally provided with a pressure sensor module for monitoring the internal pressure change of the air bag in real time to form a feedback signal.

[0079] When the recovery device is ready for recovery, the wing of the cargo aircraft first contacts the airbag 113, which reduces the instantaneous contact overload by pressure relief, while pushing the slider 110 to slide along the axis, at this time the clamping plate 112 clamps inwardly under the movement of the slider 110, while the slider 110 translates along the axis to push the second rotating connecting piece 108 and the first rotating connecting piece 107, which gradually slows down the cargo aircraft to a stop under the action of damping, when the recovery device resets, the linear actuator 105 is controlled to extend along the axis, pushing the slider 110 to translate outwardly, while the two clamping plates 112 are simultaneously rotated to the maximum angle, at this time the secondary buffer recovery device 12 is in the open state.

[0080] As shown in Figure 5 , the cargo transfer device 2 includes a second mechanical arm 21, a transfer trolley 22, a cargo storage box 23, and a loading and unloading mechanism 24, the bottom of the second mechanical arm 21 is installed on the front of the transfer trolley 22, the top of the second mechanical arm 21 is fixed through the flange to the loading and unloading mechanism 24, which can move to any position in space, the loading and unloading mechanism 24 can perform telescopic motion in the transverse direction, for loading and unloading the logistics standard box 31 of the cargo aircraft 3, a visual sensor is installed in the middle of the loading and unloading mechanism 24 for identifying the position of the logistics standard box 31, the cargo storage box 23 is fixed to the rear end of the transfer trolley 22 for storage and replenishment of goods, and the transfer trolley 22 is used for transfer of the cargo storage box 23;

[0081] As shown in Figure 6 , Figure 7 and Figure 8 , the cargo aircraft 3 includes a logistics standard box 31, an elastic box lock mechanism 32, a pressing type unlocking mechanism 33, a wing-body blending section 35, and a wing landing contact 36, the cargo aircraft 3 is a large aspect ratio fixed wing aircraft with an aspect ratio of 12 or more, the single wing configuration can effectively free up space for the logistics standard box 31 in the belly, and the overall shape is streamlined without redundant interference aerodynamic structures, the logistics standard box 31 is a part of the cargo aircraft 3 body and can be modularly detached for quick replacement, the side and bottom shapes are consistent with the aerodynamic shape of the cargo aircraft 3, which can minimize the aerodynamic interference with the cargo aircraft 3 itself, the elastic box lock mechanism 32 is installed on the side of the logistics standard box 31, which can be directly used as the belly of the cargo aircraft 3 to be fixed on the aircraft for quick locking, the pressing type unlocking mechanism 33 is provided on the front and rear sides of the belly of the cargo aircraft 3, which can be unlocked by pressing, and it is a kind of mechanical unlocking mechanism, which can quickly load and unload the logistics standard box 31.

[0082] The elastic box locking mechanism 32 includes a lock tongue 321 and a first elastic element 322, one end of the first elastic element 322 is fixed at the side groove of the logistics standard box 31, the other end is connected to the lock tongue 321, the lock tongue can move horizontally under the action of the first elastic element 322, realizing the locking and unlocking of the logistics standard box 31.

[0083] The pressing unlocking mechanism 33 includes a push rod 331 and a second elastic element 332, one end of the second elastic element 332 is fixed at the belly groove of the cargo aircraft, the other end is connected to the push rod 331, the push rod moves in the vertical direction to unlock the logistics standard box.

[0084] Figure 9 And Figure 10 The locking process of the logistics standard box 31 is shown in the schematic diagram and the unlocking process is shown in the schematic diagram, the locking process is that the logistics standard box 31 is first moved upward along the belly position of the cargo aircraft, the upper part of the lock tongue 321 is first contacted with the inward extrusion force on both sides of the belly of the cargo aircraft, the first elastic element is contracted inward, the logistics standard box can gradually move upward until the groove, the first elastic element is popped out to the both sides, the lower end of the lock tongue supports the weight of the entire logistics standard box, at this time the locking is completed. The unlocking process is that the push rod presses the second elastic element upward, at the same time the first elastic element is extruded, the lower end of the lock tongue gradually moves to the left side, causing the logistics standard box to no longer be supported in the vertical direction, at this time the logistics standard box gradually moves downward in the vertical direction under the action of gravity, at this time the unlocking is completed.

[0085] As Figure 11 The wing landing contact section 36 includes a leading edge stiffener 361, a stiffening rib 362, and a beam 363, the main function of the wing landing contact section 36 is to strengthen the landing longitudinal load of the cargo aircraft 3 and at the same time as a lifting component, the landing load mode is mainly in the longitudinal direction of the fuselage, the leading edge stiffener 361 is fixed at the front end of the wing landing contact section 36, the skin is processed by carbon fiber composite material, the leading edge stiffener 361 is made of hard metal block to withstand multiple landing longitudinal impact. The beam 363 is a main bearing component of the wing, which is fixed in the middle part of the wing landing contact section 36, and is connected to the leading edge stiffener 361 through the stiffening rib 362.

[0086] As Figure 12As shown, the launching device 4 comprises a launching frame 41 and a launching trolley 42, the rear end of the launching frame 41 is hinged on a launching base, and the front end thereof is connected with the launching base through a hydraulic actuator cylinder, the launching angle can be adjusted through the hydraulic actuator cylinder at the front end, the launching frame 41 is provided with a pneumatic launching device for pushing or recovering the launching trolley 42, the pneumatic launching device in the case adopts an existing mechanism, and thus will not be described in detail, so that the launching trolley 42 is launched in a pneumatic launching mode, and the launching base is supported on the ground through four foot supports.

[0087] Figure 13 The local structure of part B in the figure is shown in the enlarged view Figure 12 As shown, the launching trolley 42 is provided with supporting side plates 421, wing clamping members 423 and slide rails 424, the launching trolley 42 is installed on the launching frame 41 through a pulley, a pair of supporting side plates 421 are detachably installed at both ends of the launching trolley 42, and the upper portions of the supporting side plates 421 are welded with the wing clamping members 423, so that the wing clamping members 423 can be fixed according to the shape of the wing;

[0088] The launching trolley 442 is also provided with a plurality of parallel arranged adjusting grooves 422, the slide rails 424 are fixedly arranged at the bottom of the launching trolley 42 and are perpendicular to the supporting side plates 421, the bottom of the supporting side plates 421 is provided with clamping grooves matched with the slide rails 424 and plug blocks matched with the adjusting grooves 422, so that the width of the two supporting side plates 421 can be adjusted by inserting the adjusting grooves at different positions below to adapt to the cargo aircrafts with different wingspans.

[0089] Figure 14 And Figure 15 The figure is a schematic view of a recovery process of the cargo aircraft operation system based on wing take-off and landing of the application, and the figure is a schematic view of automatic loading and unloading of the cargo aircraft operation system based on wing take-off and landing of the application, the recovery and automatic loading and unloading processes of the cargo aircraft operation system based on wing take-off and landing are as follows: the cargo aircraft 3 flies to the recovery device 1 through a relative positioning method, the recovery device 1 moves along a movement track 14 until stopping, the cargo transfer device 2 moves to the bottom end of the cargo aircraft 3, the logistics standard box 31 is unloaded through the second mechanical arm 21, the logistics standard box 31 is transferred to the cargo storage box 23, and the automatic loading process is carried out by replacing the cargo.

[0090] The application provides a cargo aircraft take-off and landing and automatic loading and unloading method, and the specific steps are as follows:

[0091] S1, the stage of waiting for ejection take-off: in the station at the departure position, after the completion of the loading of goods, the logistics standard box 31 is locked on the cargo aircraft 3; the cargo aircraft 3 is loaded into the ejection trolley 42, and after the pressure sensor on the ejection trolley 42 senses to the threshold value a1, the aircraft throttle is opened to 10%, after the ejection frame 41 receives the ejection signal, the cargo aircraft is ejected to the speed V1, and after the pressure sensor on the ejection trolley 42 senses to the threshold value a2, that is, the cargo aircraft is ejected to the ejection frame 41, the control of the cargo aircraft throttle is fully opened.

[0092] S2, the stage of air cruising: the cargo aircraft 3 adopts a double-loop PID-based control method to keep the cruising speed and height of the cargo aircraft 3; the double-loop PID-based control method includes an airspeed channel and a height channel, the outer loop in the airspeed channel is used for airspeed control, and the inner loop is used for the speed control of the propeller in the cargo aircraft 3; the outer loop in the height channel is used for height control, and the inner loop is used for the pitch angle control of the cargo aircraft 3;

[0093] The cargo aircraft 3 collects the airspeed V and the height H in real time, and compares them with the target speed Vref and the target height Href respectively to form a speed error , a height error , and the PWM signal instruction required for the height control of the cargo aircraft 3 and the rudder surface control instruction of the cargo aircraft 3 are calculated by the double-loop PID control method , so as to control the propeller and the rudder surface of the cargo aircraft 3 to work cooperatively to keep the cruising speed and the flight height stable;

[0094] S3, the stage of landing and recovery: in the station at the receiving position, the ground recovery device 1 identifies the cargo aircraft 3 flying in the air based on the aircraft target recognition technology of YOLOV10 through the visual sensor, adjusts the posture of the first mechanical arm 11 until the cargo aircraft 3 is in the middle of the visual image obtained by the visual sensor, and obtains the position of the cargo aircraft 3 and the recovery device 1 in real time through the positioning module, controls the cargo aircraft to fly towards the recovery device at a preset height and a preset speed, does not need to control the sinking speed, and the cargo aircraft 3 is parked to the designated position after being recovered by the recovery device 1.

[0095] S4, the stage of automatic loading and unloading: after the cargo aircraft 3 is parked to the recovery device 1, the transfer trolley 22 senses the relative position of the recovery device 1, drives to the lower side of the cargo aircraft 3, performs position calibration through the visual sensor of the second mechanical arm 21, identifies the press-type unlocking button 34, after unlocking is completed, unloads the logistics standard box 31, and replenishes the logistics standard box 31 to be sent in the station to the cargo aircraft belly for locking.

[0096] S5, transport stage: before the base 13 moves the cargo aircraft 3 to the launch device 4 along the movement track 14, the first mechanical arm 11 is driven to carry the cargo aircraft 3 on the ejection rack, and returns to step S1. Further, the cargo aircraft take-off and landing method does not change the take-off and landing control requirements of the cargo aircraft 3 itself. The system and method transfer the cargo aircraft 3 from the ground take-off and landing site to the air site, remove the complex structure and weight of the landing gear, reduce the vertical constraint requirements of the take-off and landing site, reduce the sinking speed control requirements during landing, convert the complex sinking rate-flattening control into the maintenance of the height H and the cruising speed V, greatly simplify the flight control algorithm of the cargo aircraft 3 take-off and landing, and improve the safety and adaptability of take-off and landing through the precise movement of the ground controllable mechanism.

[0097] The control flow steps of the air cruising stage include:

[0098] Step B1: the cargo aircraft detects whether the speed threshold reaches the cruising speed required, if yes, a double-loop PID-based control method is used to control the cargo aircraft to reach the cruising height, and the cruising state is maintained at the cruising speed required; otherwise, the cargo aircraft is kept at full throttle to drive the cargo aircraft to increase the flight speed;

[0099] Step B2: the cargo aircraft enters the cruising state and waits for the recovery signal instruction to trigger;

[0100] The airspeed channel is calculated by the following formula:

[0101] The outer loop of the airspeed channel is the airspeed control:

[0102]

[0103]

[0104] In the formula, is the target airspeed of the cargo aircraft, is the current airspeed of the cargo aircraft, is the difference between the target airspeed and the current airspeed of the cargo aircraft, , , are the proportional, integral, and differential gain constants of the airspeed control, respectively, is the calculated output required thrust;

[0105] The inner loop of the airspeed channel is the rotation speed control, which is used to control the propeller of the cargo aircraft:

[0106]

[0107]

[0108]

[0109] wherein, is the required output thrust for the calculation, is the gain constant, is the target speed of the propeller in the cargo aircraft, is the current speed of the propeller in the cargo aircraft, is the difference between the target speed and the current speed of the propeller in the cargo aircraft, , , are the proportional, integral, and derivative gain constants for the speed control, respectively, is the calculated PWM signal command;

[0110] The altitude channel is calculated using the following equation:

[0111] The outer loop of the altitude channel is the altitude control:

[0112]

[0113]

[0114] wherein, is the target altitude of the cargo aircraft, is the current altitude of the cargo aircraft, is the difference between the target altitude and the current altitude of the cargo aircraft, , , are the proportional, integral, and derivative gain constants for the altitude control, respectively, is the required output pitch angle for the calculation of the cargo aircraft,

[0115] The inner loop of the altitude channel is the control of the control surfaces of the cargo aircraft:

[0116]

[0117]

[0118] wherein, is the required output pitch angle for the calculation of the cargo aircraft, is the current pitch angle of the cargo aircraft, is the difference between the required output pitch angle and the current pitch angle of the cargo aircraft, , are the proportional and derivative gain constants for the control of the control surfaces, respectively, is the calculated control surface command.

[0119] The specific control flow of the landing recovery phase comprises:

[0120] Step C1: If no waiting recovery instruction is received, the cruising state of the aircraft is maintained, otherwise the cargo aircraft is controlled to enter a predetermined recovery height and level flight speed, and the first mechanical arm is driven to perform attitude driving;

[0121] Step C2: Through the input of the positioning module information, the first mechanical arm follows the attitude of the cargo aircraft, calculates the corresponding landing decision window at this time, and the landing decision window has a preset distance from the mechanical arm; then, it is detected whether the landing recovery condition is reached, and the landing recovery judgment condition is that if the height H1 of the cargo aircraft is in the interval H±∆H2, the level flight speed V is in the interval V1±∆V2, the left-right deviation is in C±∆C, and the attitude deviation θ±∆θ, the recovery condition is reached, and landing can be performed, otherwise, a signal E is sent to the control terminal to display that the landing recovery condition is not reached;

[0122] Step C3: After the landing recovery condition is reached, if the pressure sensor in the airbag detects that the cargo aircraft contacts the recovery device, the propeller of the cargo aircraft is controlled to stop rotating, and the recovery success is displayed, otherwise the cargo aircraft is controlled to continue flying at the recovery height and the level flight speed.

[0123] It should be particularly pointed out that the control unit, the processor and the communication unit mentioned above are not specifically positioned in the drawings, and the user can install the corresponding positions according to the specific application requirements, and the installation and connection positions of the sensors mentioned above can also be placed according to the specific application requirements. There are many specific implementation ways of the present application, and the above description is only the preferred embodiment of the present application. It should be pointed out that for ordinary skilled persons in the technical field, without departing from the principle of the present application, a number of improvements can be made, and these improvements should also be regarded as the protection scope of the present application.

Claims

1. A method for the take-off and landing of a cargo aircraft and for the automatic loading and unloading of cargo, characterized in that, The cargo aircraft travels between multiple cargo stations, each equipped with a recovery unit, a cargo transfer unit, and a launch unit. After carrying cargo, the cargo aircraft is launched and takes off via the launch unit. Upon reaching the recovery unit, the cargo transfer unit automatically loads and unloads the cargo, facilitating the logistics transport for the next cargo aircraft. The specific steps are as follows: S1. Catapult Launch Phase: At the departure station, after the cargo is loaded, the standard logistics container is locked onto the cargo aircraft. The cargo aircraft is loaded into the catapult trolley. After the pressure sensor on the catapult trolley detects the threshold a1, the aircraft throttle is opened to 10%. After the catapult receives the catapult signal, the cargo aircraft is launched to speed V1. After the pressure sensor on the catapult trolley detects the threshold a2, the cargo aircraft is launched from the catapult and the throttle of the cargo aircraft is fully opened. S2, Air Cruise Phase: The cargo aircraft uses a dual-loop PID control method to maintain its level flight cruise speed and altitude. The dual-loop PID control method includes an airspeed channel and an altitude channel. The outer loop of the airspeed channel is used for airspeed control, and the inner loop is used for propeller speed control in the cargo aircraft. The outer loop of the altitude channel is used for altitude control, and the inner loop is used for pitch angle control of the cargo aircraft. The cargo aircraft collects airspeed V and altitude H in real time and compares them with the target speed Vref and target altitude Href respectively to form a speed error. Height error The PWM signal command and control surface command required for altitude control of the cargo aircraft are calculated using a dual-loop PID control method. This allows the propellers and control surfaces of cargo aircraft to work together to maintain stable cruising airspeed and flight altitude. S3. Landing and Recovery Phase: Upon arrival at the receiving station, the ground-based recovery device uses a visual sensor based on YOLOv10 aircraft target recognition technology to identify the cargo aircraft in flight. It adjusts the attitude of the first robotic arm until the cargo aircraft is in the center of the visual image acquired by the visual sensor. The positioning module obtains the position of the cargo aircraft and the recovery device in real time and controls the cargo aircraft to fly towards the first robotic arm at a preset altitude and speed. There is no need to control the descent speed. After being recovered by the recovery device, the cargo aircraft stops at the designated position. S4. Automatic loading and unloading stage: After the cargo aircraft stops at the recovery device, the transfer trolley senses the relative position with the recovery device, drives to the bottom of the cargo aircraft, performs position calibration through the vision sensor of the second robotic arm, identifies the press-type unlock button, and after unlocking, unloads the logistics standard box and replenishes the logistics standard box to be sent out at the station to the belly of the cargo aircraft for locking. S5, Transfer Stage: The base moves the cargo aircraft along the motion track to the front of the launch device, drives the first robotic arm to mount the cargo aircraft onto the catapult, and returns to step S1.

2. The method for take-off and landing and automatic loading and unloading of cargo for a cargo aircraft according to claim 1, characterized in that... , characterized in that, The control process steps for the air cruise phase include: Step B1: The cargo aircraft checks whether its speed threshold has reached the speed required for level flight. If it has, the cargo aircraft is controlled to reach the cruise altitude using a dual-loop PID control method and maintains the cruise state at the speed required for level flight. Otherwise, the cargo aircraft is kept at full throttle to drive it to increase its flight speed. Step B2: The cargo aircraft enters cruise mode and awaits the recovery signal command. The airspeed channel is calculated using the following formula: The outer ring of the airspeed channel is for airspeed control: ； ； In the formula, The target airspeed for cargo aircraft. This is the current airspeed of the cargo aircraft. This is the difference between the target airspeed and the current airspeed of the cargo aircraft. , , These are the proportional, integral, and derivative gain constants for airspeed control, respectively. To calculate the required output thrust; The inner loop of the airspeed channel is for speed control, used to control the propellers of cargo aircraft. ； ； ； In the formula, To calculate the required output thrust, It is the gain constant. This refers to the target rotational speed that the propellers in a cargo aircraft need to achieve. This represents the current rotational speed of the propeller in the cargo aircraft. This represents the difference between the target rotational speed and the current rotational speed of the propeller in the cargo aircraft. , , These are the proportional, integral, and derivative gain constants for speed control, respectively. The calculated PWM signal command; The height channel is calculated using the following formula: The outer ring of the height channel is for height control: ； ； In the formula, The target altitude for cargo aircraft. This is the current altitude of the cargo aircraft. This is the difference between the target altitude and the current altitude of the cargo aircraft. , , These are the proportional, integral, and derivative gain constants for height control, respectively. The required pitch angle for the calculated cargo aircraft; The inner ring of the altitude channel is for the control surfaces of cargo aircraft: ； ； In the formula, The required pitch angle for the calculated cargo aircraft. This is the current pitch angle of the cargo aircraft. This is the difference between the required pitch angle for the cargo aircraft and the current pitch angle. , These are the proportional and derivative gain constants for the control surface, respectively. The calculated control commands for the rudder surfaces.

3. The method for take-off and landing and automatic loading and unloading of cargo for a cargo aircraft according to claim 1, characterized in that... , characterized in that, The specific control procedures for the landing and recovery phase include: Step C1: If no recovery command is received, maintain the aircraft's cruise state; otherwise, control the cargo aircraft to enter the predetermined recovery altitude and level flight speed, and simultaneously drive the first robotic arm for attitude control. Step C2: Based on the input of positioning module information, the first robotic arm follows the attitude of the cargo aircraft and calculates the corresponding landing decision window. There is a preset distance between the landing decision window and the robotic arm. Then, it checks whether the landing and recovery conditions have been met. The landing and recovery judgment conditions are as follows: if the cargo aircraft's altitude H1 is within the range of H±∆H2, its level flight speed V is within the range of V1±∆V2, its left and right deviations are within C±∆C, and its attitude deviations are within θ±∆θ, then the recovery conditions have been met and landing can proceed. Otherwise, a signal E is sent to the control terminal to display that the landing and recovery conditions have not been met. Step C3: After the landing and recovery conditions are met, if the pressure sensor inside the airbag detects that the cargo aircraft is in contact with the recovery device, the propeller of the cargo aircraft will be stopped and the recovery will be displayed as successful; otherwise, the cargo aircraft will continue to fly at the recovery altitude and level flight speed.

4. The method for take-off and landing and automatic cargo loading and unloading of a cargo aircraft according to claim 1, characterized in that, The recovery device includes a first robotic arm, a secondary buffer recovery device, a base, and a motion track. The motion track is installed on the ground and has damping on its surface. The bottom end of the first robotic arm is movably connected to the motion track via the base, and the execution end of the first robotic arm is fixed to the secondary buffer recovery device via a flange connector, thereby driving the secondary buffer recovery device to move arbitrarily in three-dimensional space. A visual sensor for identifying cargo aircraft is also installed at the middle position of the top surface of the base.

5. The method for take-off and landing and automatic cargo loading and unloading of a cargo aircraft according to claim 1, characterized in that, The cargo transfer device includes a second robotic arm, a transfer trolley, a cargo storage box, and a loading and unloading mechanism. The bottom of the second robotic arm is installed at the front of the transfer trolley, and the top of the second robotic arm is fixed to the loading and unloading mechanism via a flange. The loading and unloading mechanism is used to load and unload the standard logistics boxes of the cargo aircraft. The cargo storage box is fixed at the rear end of the transfer trolley and is used for cargo storage and replenishment. The transfer trolley is used for transferring the cargo storage box.

6. The method for take-off and landing and automatic cargo loading and unloading of a cargo aircraft according to claim 1, characterized in that, The launching device includes a catapult frame and a catapult trolley. The rear end of the catapult frame is hinged to the catapult base, and its front end is connected to the catapult base via a hydraulic actuator. The catapult frame is equipped with a pneumatic catapult device for pushing or retrieving the catapult trolley, while the catapult base is supported on the ground by four legs.

Images