Air parking method for manned aircraft for super high-rise building

Abstract

The invention discloses a manned aircraft air parking method for a super high-rise, and relates to the technical field of super high-rise manned aircrafts, and the method comprises the following steps: S1, sending a landing request: when the manned aircraft flies to a preset adjacent area which is 5-10 kilometers away from the horizontal distance of a super high-rise building and has the vertical height difference of + / -500 meters, the manned aircraft is parked in the preset adjacent area; an airborne control system of the manned aircraft automatically sends a landing request signal to a control center of the super high-rise aircraft, S2, comprehensive information identification, S3, landing suitability judgment, S4, receiving area curtain wall opening, S5, accurate parking operation, S6, take-off request submission, S7, departure area curtain wall opening, and S8, smooth take-off and departure. According to the method, through the steps S1, S2 and S3, full-process accurate management and control of the aircraft before landing are achieved, aircraft state information is obtained in advance, landing conditions are scientifically evaluated, landing resources are reasonably allocated, landing risks caused by problems of the aircraft or external environment factors are effectively reduced, and safety and orderliness of the landing link are guaranteed.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of super high-rise manned aircraft, and particularly relates to a method for aerial parking of a super high-rise manned aircraft. BACKGROUND

[0002] In the technical field of super high-rise manned aircraft, with the acceleration of urbanization and the increasing tension of airspace resources, super high-rise buildings, as an important carrier of three-dimensional space, are gradually becoming a key node for solving urban air traffic congestion and realizing efficient personnel transportation. The super high-rise manned aircraft can take advantage of vertical space to avoid ground traffic obstacles and greatly shorten the commuting time in the city, effectively relieving the ground traffic pressure. Such aircrafts show great application potential in business travel, emergency rescue, sightseeing and other fields, and become an important part of the future urban three-dimensional transportation system. However, the safe and efficient parking of super high-rise manned aircraft is a core problem to be solved in its practical application.

[0003] The existing aerial parking technology of super high-rise manned aircraft has many defects. In terms of information management, the traditional technology lacks a comprehensive and accurate aircraft state identification mechanism, and cannot obtain key information such as the power and mechanical failure of the aircraft in time, which leads to insufficient basis when judging the landing suitability and easily causes safety hazards. In terms of environmental adaptability, the existing parking method has imperfect coping strategies for severe weather and busy airspace. When encountering extreme weather such as strong wind and heavy rain or airspace congestion, it is difficult to scientifically and reasonably arrange the landing and take-off of the aircraft, which may cause air traffic chaos or even accidents. In terms of facility guarantee, the receiving area and departure area curtain wall system has low intelligence, fixed opening and closing speed, lacks the function of dynamic adjustment according to actual conditions, and lacks effective self-checking and monitoring mechanism. Once a fault occurs, it will seriously affect the normal take-off and landing of the aircraft. In addition, the existing parking technology lacks adaptability to the parking mode of the aircraft, and does not develop corresponding parking standards and operation specifications according to the characteristics of different types of aircraft, which leads to problems such as poor stability and inaccurate positioning in the parking process, and cannot meet the demand for safe and efficient parking of super high-rise manned aircraft. Therefore, it is necessary to design a method for aerial parking of super high-rise manned aircraft to solve the above problems. SUMMARY

[0004] The purpose of the present application is to solve the problems in the prior art and provide a method for aerial parking of super high-rise manned aircraft to solve the problems in the above technical solutions.

[0005] To achieve the above purpose, the present application is implemented by the following technical solutions: a method for aerial parking of super high-rise manned aircraft, comprising the following implementation steps: S1. Landing Request Transmission: When the manned aircraft flies to a preset proximity area with a horizontal distance of 5-10 kilometers and a vertical height difference of ±500 meters from the super high-rise building, the onboard control system of the manned aircraft automatically sends a landing request signal to the super high-rise aircraft control center. The request signal includes the aircraft's unique identification code, current approximate location and flight attitude, as well as the aircraft's current flight speed; S2. Comprehensive Information Identification: In step S1, after the manned aircraft sends the landing request, the ultra-high-altitude aircraft control center receives the landing request from the manned aircraft and immediately initiates a comprehensive identification of the manned aircraft's status and information. It also interacts with the aircraft through the communication protocol to obtain the remaining power percentage fed back by its battery management system; at the same time, it reads the flight mileage data in the flight recorder and records the power consumed in this flight and the power required to reach the expected destination; The control center receives fault detection sensor data from various key mechanical components of the aircraft to determine if there are any abnormalities. In addition, it also identifies the aircraft's model and flight records. S3. Landing Suitability Assessment: In step S2, after the ultra-high altitude vehicle control center has identified all the information about the manned aircraft, it will assess whether the aircraft is suitable for landing. If the remaining battery power is less than 20% and the flight distance exceeds the preset value of 200 kilometers, or if there is an abnormality in the mechanical fault detection, the manned aircraft is deemed suitable for landing, and feedback is promptly given to the aircraft. At the same time, data on the weather conditions in the ultra-high-rise receiving area are collected, and it is also determined that it is suitable for landing when the wind speed exceeds 15 m / s or there is severe weather. S4. Receiving area curtain wall opening: When the super high-rise aircraft control center determines that the manned aircraft is suitable for landing in step S3, the super high-rise aircraft control center sends an opening command to the receiving area curtain wall system; the receiving area curtain wall system is modified into an openable curtain wall system according to the original super high-rise building curtain wall form. Meanwhile, the curtain wall system uses an electric drive device with an opening and closing speed of 0.5-1 m / s. In windy weather, the opening and closing speed of the curtain wall system is reduced to 0.5-0.7 m / s. Sensors are used to monitor the position and status of the curtain wall in real time during the opening and closing process; at the same time, the curtain wall system performs a self-check before opening, checking the structural integrity of the curtain wall system and the operation of the drive device. If an abnormality is found, the opening operation is suspended and an alarm is issued. S5. Precise parking operation: In step S4, after the curtain wall system is opened, the manned aircraft can park in either a suspended or grounded manner depending on its own form. The manned aircraft is equipped with a suspension system that has been certified by a professional organization. Its suspension strength can withstand 1.5 times the aircraft's own weight, and the safety factor of the suspension system is ≥2.0. It adopts a suspended parking method. When suspended parking, the aircraft uses a positioning system to accurately align the suspension system with the suspension interface on the super high-rise building to achieve stable suspension. When a manned aircraft lands and parks, the flatness error of the ground in the landing area is ≤ ±5mm, the ground friction coefficient of the landing area is greater than or equal to 0.5, and the ground vibration reduction coefficient of the landing area is ≥ 0.8. S6. Takeoff Request Submission: When the manned aircraft completes its parking mission and is ready for takeoff, the onboard control system of the manned aircraft sends a takeoff request to the ultra-high-altitude aircraft control center, and uploads destination information, estimated flight time and flight route planning at the same time. The destination information is accurate to the specific geographic coordinates, the estimated flight time is in seconds, and the flight route plan is marked with detailed flight altitude and turning point coordinates; At the same time, the airborne control system uploads the current performance parameters of the manned aircraft, and the ultra-high-altitude aircraft control center conducts a comprehensive review of the performance parameters. S7. Departure Area Curtain Wall Opening: After the control center of the ultra-high-rise aircraft approves the takeoff request of the manned aircraft, it issues an opening command to the departure area curtain wall system. During the opening process, the curtain wall system in the departure area uses sensors to monitor the position and status of the curtain wall in real time. The sensor refresh rate is ≥10 times / second to ensure the safety and stability of the opening and closing process. S8. Successful takeoff and departure: After the departure area curtain wall system is fully opened and all takeoff conditions of the manned aircraft are met, the manned aircraft takes off according to the pre-planned flight route and takeoff parameters, leaving the parking area of ​​the super high-rise building.

[0006] Furthermore, during the S2 comprehensive information identification process, when identifying the status and information of the manned aircraft, information includes the model, flight records, maintenance records, maintenance time, and the time and model of replacing key components.

[0007] Furthermore, the S3 landing suitability judgment step also includes the airspace congestion level of the ultra-high-altitude receiving area; the ultra-high-altitude aircraft control center obtains the distribution of aircraft in the airspace surrounding the receiving area in real time through data interaction with the air traffic management system. When more than 5 manned aircraft are simultaneously landing or taking off within a certain range around the receiving area, it is determined that the current airspace is congested and the manned aircraft is not suitable for landing. It is necessary to wait for the airspace conditions to improve before attempting to land.

[0008] Furthermore, in the S4 receiving area curtain wall opening step, the opening and closing speed of the receiving area curtain wall system can be dynamically adjusted within the range of 0.5-1 m / s according to the actual situation; when encountering severe weather such as strong winds, in order to ensure the safety of the curtain wall, the opening and closing speed is automatically reduced to 0.3-0.5 m / s; under normal weather conditions, if the landing time of the aircraft is relatively tight, the opening and closing speed can be appropriately increased to 0.8-1 m / s; at the same time, the curtain wall system is equipped with a backup power supply to ensure that the opening and closing operation can be completed normally in the event of a main power failure.

[0009] Furthermore, in the S5 precise parking operation step, the suspension device is made of high-strength alloy steel with a yield strength ≥800MPa, and the surface of the suspension device is treated with anti-corrosion. The connection between the suspension system and the aircraft adopts an adjustable elastic buffer structure; When landing, the landing area is marked with multiple positioning markers on the ground. The manned aircraft matches the ground positioning markers with its onboard positioning system.

[0010] Furthermore, in the S6 takeoff request submission step, when the manned aircraft issues a takeoff request, it also needs to upload the aircraft's real-time status information, including remaining battery power and mechanical system operating parameters. When reviewing the takeoff request, the ultra-high-altitude aircraft control center will assess whether the aircraft has the ability to take off safely and complete the predetermined flight mission based on the manned aircraft's real-time status information. If the aircraft's remaining battery power is insufficient to support reaching the destination, the control center will adjust the manned aircraft's battery power or adjust its flight route.

[0011] Furthermore, in the S7 departure area curtain wall opening step, the opening angle of the departure area curtain wall system can be adaptively adjusted according to the type and takeoff performance of the manned aircraft; for vertical takeoff and landing aircraft, the opening angle can be set to 90°; for aircraft taking off on a runway, the opening angle can be increased to 100°-130°; at the same time, the departure area curtain wall system will emit audible and visual prompts during the opening and closing process.

[0012] In summary, the present invention provides a method for aerial parking of manned aircraft at ultra-high altitudes, which has the following beneficial effects: 1. Through the steps of S1 landing request sending, S2 comprehensive information identification, and S3 landing suitability assessment, precise control of the entire process before the aircraft lands is achieved. The aircraft status information is obtained in advance and landing conditions are scientifically assessed. Landing resources are rationally allocated, effectively reducing landing risks caused by aircraft problems or external environmental factors, and ensuring the safety and orderliness of the landing process.

[0013] 2. The opening procedures of the S4 receiving area curtain wall and the S7 departure area curtain wall provide reliable facility support for aircraft landing and takeoff. The openable curtain wall system, combined with intelligent adjustment, self-test monitoring, and dynamic adjustment functions, ensures stable operation of the curtain wall in various environments, avoids affecting aircraft takeoff and landing due to curtain wall failure, and improves the reliability and practicality of aerial parking facilities for super high-rise buildings.

[0014] 3. Through the S5 precision parking operation procedure, both suspended and ground-based parking methods are strictly standardized in terms of various parameters and optimized in terms of equipment materials and structural design. The high-strength suspension device and precise ground positioning system ensure the accuracy and stability of the aircraft during parking, effectively reduce safety hazards during the parking process, and comprehensively ensure the safe parking of the aircraft.

[0015] 4. By submitting the S6 takeoff request and the S8 successful takeoff and departure steps, combined with the precise submission of flight information and the strict review mechanism for takeoff conditions, efficient management of the aircraft takeoff process has been achieved. Accurate flight information facilitates the control center's planning of air traffic, review of performance parameters ensures safe takeoff, and strict adherence to the planned route guarantees safe and efficient departure, thereby improving the overall level of flight management. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the process architecture of an aerial parking method for manned aircraft at ultra-high altitudes according to the present invention.

[0017] Figure 2 This is a schematic diagram of the opening structure of the curtain wall in the departure area of ​​a method for aerial parking of manned aircraft in ultra-high-rise buildings according to the present invention.

[0018] Explanation of reference numerals in the attached figures: 1. Building structure; 2. Exterior curtain wall; 3. Interior curtain wall; 4. Telescopic cylinder; 5. Rope pulling device; 6. Rope. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Example 1: Please see Figure 1 As shown, the present invention provides a technical solution: a method for aerial parking of a manned aircraft at ultra-high altitudes, comprising the following implementation steps: S1. Landing Request Transmission: When the manned aircraft flies to a preset proximity area with a horizontal distance of 5-10 kilometers and a vertical height difference of ±500 meters from the super high-rise building, the onboard control system of the manned aircraft automatically sends a landing request signal to the super high-rise aircraft control center. The landing request is automatically sent in advance and carries rich information, so that the control center can grasp the status of the aircraft in advance, rationally allocate landing resources, reduce waiting time, improve landing scheduling efficiency, and ensure the orderly progress of the landing process. The request signal includes the aircraft's unique identification code, current approximate location, and basic information about its flight attitude, as well as the aircraft's current flight speed. This provides the control center with a speed basis for judging the aircraft's approach status and planning the landing path, making the landing arrangements more in line with the actual situation and enhancing the safety and controllability of the landing process. S2. Comprehensive Information Identification: In step S1, after the manned aircraft sends the landing request, the ultra-high-altitude aircraft control center receives the landing request from the manned aircraft and immediately initiates a comprehensive identification of the status and information of the manned aircraft. Comprehensive identification of various types of aircraft information can accurately assess the aircraft's performance and status, provide a reliable basis for subsequent judgment of landing suitability, promptly identify potential problems, reduce flight risks, and ensure flight safety and landing feasibility. It interacts with the aircraft through the communication protocol to obtain the remaining power percentage fed back by its battery management system; at the same time, it reads the flight mileage data in the flight recorder to record the power consumed in this flight and the power required to reach the destination, accurately grasps the power data, facilitates the assessment of the aircraft's endurance, determines whether charging or flight plan adjustment is needed, and avoids safety accidents caused by insufficient power. The control center receives fault detection sensor data from various key mechanical components of the aircraft to determine if there are any abnormalities. In addition, it identifies the aircraft model and flight records to promptly detect potential mechanical faults. It also comprehensively assesses the aircraft's condition by combining the model and flight records, providing a reference for developing targeted landing plans and subsequent maintenance. S3. Landing Suitability Assessment: In step S2, after the ultra-high-altitude aircraft control center identifies all information about the manned aircraft, it assesses whether the aircraft is suitable for landing. The assessment considers multiple factors, including battery level, mileage, mechanical condition, and weather conditions, to determine landing suitability. This helps avoid landing accidents caused by aircraft problems or environmental factors, ensuring that landing conditions meet safety standards and improving the safety of ultra-high-altitude parking. If the remaining battery power is less than 20% and the flight distance exceeds the preset value of 200 kilometers, or if there is an abnormality in the mechanical fault detection, the manned aircraft is deemed suitable for landing, and feedback is promptly given to the aircraft. Through clear battery power and mileage standards and fault determination, aircraft that need to be prioritized for landing can be selected in a timely manner, landing resources can be allocated reasonably, and the safe landing of aircraft can be ensured under special circumstances. At the same time, data on weather conditions in the ultra-high-altitude receiving area are collected. When the wind speed exceeds 15 m / s or there is severe weather, it is also determined that it is suitable for landing. Weather factors are taken into consideration, and preparations are made in advance for landing under severe weather conditions to optimize landing decisions and reduce the adverse effects of weather on landing safety. S4. Receiving Area Curtain Wall Opening: When the ultra-high-rise aircraft control center determines that the manned aircraft is suitable for landing in step S3, the ultra-high-rise aircraft control center sends an opening command to the receiving area curtain wall system. The receiving area curtain wall system is modified into an openable curtain wall system based on the original ultra-high-rise building curtain wall form. The openable curtain wall design and intelligent adjustment, self-testing and monitoring functions ensure that the curtain wall opening is safe and efficient, adapts to different environmental conditions, avoids curtain wall failure affecting the aircraft landing, and provides reliable facility guarantee for the safe landing of the aircraft. Meanwhile, the curtain wall system uses an electric drive device with an opening and closing speed of 0.5-1 m / s. In windy weather, the opening and closing speed of the curtain wall system is reduced to 0.5-0.7 m / s. The opening and closing speed is dynamically adjusted according to the weather to ensure the structural safety of the curtain wall in severe weather and to meet the timeliness requirements for aircraft landing under normal conditions. During the opening and closing process, sensors are used to monitor the position and status of the curtain wall in real time. At the same time, before the curtain wall system is opened, the curtain wall system performs a self-check to check the structural integrity of the curtain wall system and the operation of the drive device. If an abnormality is found, the opening operation is suspended and an alarm is issued. The real-time monitoring and self-check mechanism can detect potential curtain wall faults in a timely manner, prevent landing accidents caused by curtain wall problems, and ensure the safe and stable operation of the landing facility. S5. Precise Parking Operation: In step S4, after the curtain wall system is opened, the manned aircraft adopts either suspended or ground-based parking according to its own form. The appropriate parking method is selected according to the aircraft form, and the various parameter standards for suspended and ground-based parking are strictly regulated to ensure that the aircraft is parked accurately and stably, preventing safety hazards such as shaking and sliding during the parking process, and ensuring the safe parking of the aircraft. The manned aircraft is equipped with a suspension system that has been certified by a professional organization. Its suspension strength can withstand 1.5 times the aircraft's own weight, and the safety factor of the suspension system is ≥2.0. It adopts suspended parking. When suspended parking, the aircraft uses a positioning system to accurately align the suspension system with the suspension interface on the super high-rise building to achieve stable suspension. The high-strength, high-safety-factor suspension system combined with precise positioning ensures that the suspended parking is stable and reliable, reduces the impact of external factors on the aircraft's parking state, and ensures the safety of the aircraft. When a manned aircraft lands and parks, the flatness error of the ground in the landing area should be ≤ ±5mm, the ground friction coefficient of the landing area should be greater than or equal to 0.5, and the ground vibration reduction coefficient of the landing area should be ≥ 0.8. By strictly controlling the ground parameters, the stability and safety of the landing and parking can be improved, the impact force of the aircraft landing can be effectively buffered, and the safety of the aircraft and personnel can be protected. S6. Takeoff Request Submission: When the manned aircraft completes its parking mission and is ready for takeoff, the onboard control system of the manned aircraft sends a takeoff request to the ultra-high-altitude aircraft control center. At the same time, it uploads destination information, estimated flight time and flight route planning, and submits detailed and accurate takeoff information and performance parameters to facilitate the control center's review and evaluation of the aircraft's takeoff conditions, rationally plan air traffic, ensure the aircraft takes off safely along the optimal route, improve flight efficiency, and reduce flight risks. The destination information is accurate to the specific geographical coordinates, the estimated flight time is in seconds, and the flight route plan is marked with detailed flight altitude and turning point coordinates. The accurate destination and route information helps the control center to carry out air traffic scheduling, optimize flight paths, reduce flight conflicts, and improve the overall air traffic operation efficiency. At the same time, the airborne control system uploads the current performance parameters of the manned aircraft. The ultra-high-altitude aircraft control center conducts a comprehensive review of the performance parameters to ensure that the aircraft meets the conditions for safe takeoff, identifies potential problems in advance, and ensures that the aircraft can successfully complete its flight mission. S7. Departure Area Curtain Wall Opening: After the control center of the ultra-high-rise aircraft approves the takeoff request of the manned aircraft, it sends an opening command to the departure area curtain wall system. The high refresh rate sensor monitors the departure area curtain wall in real time to ensure the safety and stability of the curtain wall opening process, avoid curtain wall failure from affecting the aircraft takeoff, create reliable conditions for the smooth takeoff of the aircraft, and ensure the safe and orderly takeoff process. During the opening process, the departure area curtain wall system uses sensors to monitor the position and status of the curtain wall in real time. The sensor refresh rate is ≥10 times / second to ensure the safety and stability of the opening and closing process. The high refresh rate monitoring allows for timely feedback on the curtain wall status, enabling rapid response to emergencies during the opening and closing process and ensuring that the curtain wall is in normal condition when the aircraft takes off. S8. Smooth Takeoff and Departure: After the departure area curtain wall system is fully opened and all takeoff conditions of the manned aircraft are met, the manned aircraft takes off according to the pre-planned flight route and takeoff parameters, leaving the parking area of ​​the super high-rise building. It strictly follows the takeoff conditions and planned route to ensure the safe and efficient departure of the aircraft, avoids flight accidents caused by unmet takeoff conditions or chaotic routes, and ensures the safety and smoothness of the entire process of super high-rise aerial parking.

[0021] During the S2 comprehensive information identification process, when identifying the status and information of manned aircraft, including information such as model, flight records, maintenance records, maintenance time, and the time and model of replacing key components, a more comprehensive understanding of the aircraft's historical status can be obtained. This helps to determine the aircraft's performance degradation, promptly identify potential problems, and provide more sufficient data support to ensure the safe operation of the aircraft.

[0022] The S3 landing suitability assessment process also includes the airspace congestion level of the ultra-high-altitude receiving area. The ultra-high-altitude aircraft control center obtains real-time information on the distribution of aircraft in the airspace surrounding the receiving area through data interaction with the air traffic management system. When more than five manned aircraft are simultaneously landing or taking off within a certain range around the receiving area, it is determined that the current airspace is congested and the manned aircraft is not suitable for landing. The aircraft must wait for the airspace conditions to improve before attempting to land. Incorporating airspace congestion into the landing suitability assessment can prevent chaotic aircraft landings due to airspace congestion, ensure air traffic order, rationally allocate landing resources, reduce the probability of collisions and other accidents, and improve air traffic safety.

[0023] During the S4 receiving area curtain wall opening procedure, the opening and closing speed of the receiving area curtain wall system can be dynamically adjusted within the range of 0.5-1 m / s according to the actual situation. When encountering severe weather such as strong winds, the opening and closing speed is automatically reduced to 0.3-0.5 m / s to ensure the safety of the curtain wall. Under normal weather conditions, if the aircraft's landing time is tight, the opening and closing speed can be appropriately increased to 0.8-1 m / s. At the same time, the curtain wall system is equipped with a backup power supply to ensure that the opening and closing operation can be completed normally in case of main power failure. The dynamic adjustment of the curtain wall opening and closing speed and the configuration of the backup power supply enable the curtain wall system to flexibly adapt to different environmental and time requirements, ensuring the normal operation of the curtain wall under various conditions, ensuring that the curtain wall opens in time when the aircraft lands, and improving the system's reliability and practicality.

[0024] In the S5 precision parking operation, the suspension device is made of high-strength alloy steel with a yield strength ≥800MPa during suspended parking. The surface of the suspension device is treated with anti-corrosion. The material, structure and landing parking positioning method of the suspension device are optimized to enhance the stability and safety of the suspension, reduce the impact of impact on the aircraft, improve the accuracy of landing parking, comprehensively ensure the parking safety of the aircraft, and extend the service life of the equipment. The connection between the suspension system and the aircraft adopts an adjustable elastic buffer structure. The adjustable elastic buffer structure effectively absorbs the impact force when the aircraft is parked, reduces damage to the aircraft and the suspension system, and improves the safety and reliability of the suspended parking. When landing, in addition to multiple positioning markers on the ground, the manned aircraft uses an onboard positioning system to match the ground positioning markers. The positioning markers and the onboard positioning system work together to achieve precise positioning, ensuring that the aircraft lands accurately in the designated area, thus improving the accuracy and safety of landing.

[0025] In the S6 takeoff request submission process, when a manned aircraft issues a takeoff request, it must also upload the aircraft's real-time status information, including remaining battery power and mechanical system operating parameters. When reviewing the takeoff request, the ultra-high-altitude aircraft control center will assess whether the aircraft has the ability to take off safely and complete the scheduled flight mission based on the manned aircraft's real-time status information. If the aircraft's remaining battery power is insufficient to support reaching the destination, the control center will adjust the manned aircraft's battery power or flight route, upload real-time status information, and assess takeoff capability accordingly. This allows for the early detection and timely adjustment of issues such as battery power, preventing the aircraft from encountering danger mid-flight due to insufficient energy or mechanical failure, and ensuring the aircraft's safe takeoff and successful completion of the flight mission.

[0026] During the opening procedure of the S7 departure area curtain wall, the opening angle of the departure area curtain wall system can be adaptively adjusted according to the type and takeoff performance of the manned aircraft. For vertical takeoff and landing aircraft, the opening angle can be set to 90°; for aircraft taking off on a runway, the opening angle can be increased to 100°-130°. At the same time, the departure area curtain wall system will emit audible and visual warning signals during the opening and closing process. The adaptive adjustment of the curtain wall opening angle and the audible and visual warnings meet the takeoff requirements of different types of aircraft, avoid affecting takeoff due to improper angles, and at the same time remind surrounding personnel to pay attention, ensure the safety of aircraft takeoff, and improve the convenience and safety of takeoff operations.

[0027] Example 2: Please see Figure 2As shown, in step S7, the super high-rise parking area is equipped with a double-layer curtain wall structure, including two outer curtain walls 2 on the outside of the building 1 and an inner curtain wall 3 on the inside. When the aircraft enters the parking phase, the outer curtain wall 3 is first opened horizontally at 90° along the building 1 by the telescopic cylinder 4. At this time, the rope device 5 controls the rope 6 to release the rope. The bearing surface of the unfolded outer curtain wall 2 forms the initial parking apron for the aircraft. During this process, the inner curtain wall 3 remains closed to isolate the internal space of the building 1 from the external airspace. After the aircraft smoothly docks at the parking apron of the outer curtain wall 2 and completes attitude locking, the outer curtain wall is controlled to close in the reverse direction. During this process, the rope device 5 controls the rope 6 to retract the rope, pulling up the non-rotating end of the outer curtain wall 2. After the outer curtain wall 2 is closed with the telescopic cylinder 4, the inner curtain wall 3 remains closed. The curtain wall 3 is opened in the same manner. The enclosed area between the outer curtain wall 2 and the inner curtain wall 3 forms a buffer zone for personnel or goods to enter the building. The tiered opening and closing design of the double-layer curtain wall achieves physical isolation and orderly transition between the external airspace and the building's interior space. The inner curtain wall 3 remains closed during the aircraft parking phase, effectively isolating strong airflow, high-altitude noise, and foreign objects from the external airspace, avoiding interference with the building's interior environment and personnel. The outer curtain wall first serves as a parking apron to receive the aircraft, and then closes to form a closed buffer front space. The buffer zone constructed after the inner curtain wall 3 is opened can provide a safe transition space for personnel or goods transfer, preventing airspace risks during the aircraft parking phase from being transmitted to the building's interior, and ensuring the safety and orderliness of the overall parking and connection process.

[0028] The opening stroke of the outer curtain wall 3 is adapted to the width of the parking space. After opening, the horizontal flatness error of the bearing surface is ≤2mm. The inner side of the outer curtain wall 2 is equipped with a locking and positioning mechanism that can engage with the aircraft landing gear. The opening stroke of the outer curtain wall 2 is adapted to the width of the parking space, which can maximize the use of the parking area space and accommodate the parking needs of different aircraft sizes, thus improving the versatility of the parking space. The horizontal flatness error of ≤2mm can ensure that the aircraft landing gear makes smooth contact with the bearing surface, reduce local wear of the landing gear, and extend its service life. The landing gear locking and positioning structure can effectively limit the displacement of the aircraft after parking, prevent the aircraft from slipping due to factors such as high-altitude gusts, greatly improve the stability of the aircraft's parking attitude, and reduce safety hazards during the parking process. Both the inner and outer curtain walls open at 90°. The opening and closing actions of the outer curtain wall 2 and the inner curtain wall 3 are linked. The buffer area has a volume that can accommodate multiple passengers and their corresponding carry-on luggage for transfer and waiting. An air pressure balancing valve is installed in the buffer area to achieve a gradual transition of air pressure between the airspace and the building interior. The 90° curtain wall opening angle provides ample space for aircraft parking, personnel and cargo passage, avoiding congestion or parking interference caused by insufficient opening angle. The linkage between the outer curtain wall 2 and the inner curtain wall 3 enables automated connection of the opening and closing process, reducing manual intervention, shortening the overall transfer time, and improving the overall efficiency of parking and passage. The large capacity design of the buffer area can meet the transfer and waiting needs of multiple passengers and luggage, improving the passenger transfer experience. The air pressure balancing valve can gradually eliminate the air pressure difference between the airspace and the building interior, avoiding discomfort to people's ears caused by sudden air pressure changes, while preventing high-speed external airflow from directly impacting the building interior environment, ensuring stable air pressure and environmental safety inside the building.

[0029] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments for application in other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A method for aerial parking of a manned aircraft at ultra-high altitudes, characterized in that: The implementation steps include the following: S1. Landing Request Transmission: When the manned aircraft flies to a preset proximity area with a horizontal distance of 5-10 kilometers and a vertical height difference of ±500 meters from the super high-rise building, the onboard control system of the manned aircraft automatically sends a landing request signal to the super high-rise aircraft control center. The request signal includes the aircraft's unique identification code, current approximate location and flight attitude, as well as the aircraft's current flight speed; S2. Comprehensive Information Identification: In step S1, after the manned aircraft sends the landing request, the ultra-high-altitude aircraft control center receives the landing request from the manned aircraft and immediately initiates a comprehensive identification of the manned aircraft's status and information. It also interacts with the aircraft through the communication protocol to obtain the remaining power percentage fed back by its battery management system; at the same time, it reads the flight mileage data in the flight recorder and records the power consumed in this flight and the power required to reach the expected destination; The control center receives fault detection sensor data from various key mechanical components of the aircraft to determine if there are any abnormalities. In addition, it also identifies the aircraft's model and flight records. S3. Landing Suitability Assessment: In step S2, after the ultra-high altitude vehicle control center has identified all the information about the manned aircraft, it will assess whether the aircraft is suitable for landing. If the remaining battery power is less than 20% and the flight distance exceeds the preset value of 200 kilometers, or if there is an abnormality in the mechanical fault detection, the manned aircraft is deemed suitable for landing, and feedback is promptly given to the aircraft. At the same time, data on the weather conditions in the ultra-high-altitude receiving area are collected, and it is also determined that it is suitable for landing when the wind speed exceeds 15 m / s or there is severe weather. S4. Receiving area curtain wall opening: When the super high-rise aircraft control center determines that the manned aircraft is suitable for landing in step S3, the super high-rise aircraft control center sends an opening command to the receiving area curtain wall system; the receiving area curtain wall system is modified into an openable curtain wall system according to the original super high-rise building curtain wall form. Meanwhile, the curtain wall system uses an electric drive device with an opening and closing speed of 0.5-1 m / s. In windy weather, the opening and closing speed of the curtain wall system is reduced to 0.5-0.7 m / s. Sensors are used to monitor the position and status of the curtain wall in real time during the opening and closing process; at the same time, the curtain wall system performs a self-check before opening, checking the structural integrity of the curtain wall system and the operation of the drive device. If an abnormality is found, the opening operation is suspended and an alarm is issued. S5. Precise parking operation: In step S4, after the curtain wall system is opened, the manned aircraft can park in either a suspended or grounded manner depending on its own form. The manned aircraft is equipped with a suspension system that has been certified by a professional organization. Its suspension strength can withstand 1.5 times the aircraft's own weight, and the safety factor of the suspension system is ≥2.

0. It adopts a suspended parking method. When suspended parking, the aircraft uses a positioning system to accurately align the suspension system with the suspension interface on the super high-rise building to achieve stable suspension. When a manned aircraft lands and parks, the flatness error of the ground in the landing area is ≤ ±5mm, the ground friction coefficient of the landing area is greater than or equal to 0.5, and the ground vibration reduction coefficient of the landing area is ≥ 0.

8. S6. Takeoff Request Submission: When the manned aircraft completes its parking mission and is ready for takeoff, the onboard control system of the manned aircraft sends a takeoff request to the ultra-high-altitude aircraft control center, and uploads destination information, estimated flight time and flight route planning at the same time. The destination information is accurate to the specific geographic coordinates, the estimated flight time is in seconds, and the flight route plan is marked with detailed flight altitude and turning point coordinates; At the same time, the airborne control system uploads the current performance parameters of the manned aircraft, and the ultra-high-altitude aircraft control center conducts a comprehensive review of the performance parameters. S7. Departure Area Curtain Wall Opening: After the control center of the ultra-high-rise aircraft approves the takeoff request of the manned aircraft, it issues an opening command to the departure area curtain wall system. During the opening process, the curtain wall system in the departure area uses sensors to monitor the position and status of the curtain wall in real time. The sensor refresh rate is ≥10 times / second to ensure the safety and stability of the opening and closing process. S8. Successful takeoff and departure: After the departure area curtain wall system is fully opened and all takeoff conditions of the manned aircraft are met, the manned aircraft takes off according to the pre-planned flight route and takeoff parameters, leaving the parking area of ​​the super high-rise building.

2. The method for aerial parking of a manned aircraft at ultra-high altitudes according to claim 1, characterized in that: During the S2 comprehensive information identification process, when identifying the status and information of the manned aircraft, information includes the model, flight records, maintenance records, maintenance time, and the time and model of replacing key components.

3. The method for aerial parking of a manned aircraft at ultra-high altitudes according to claim 1, characterized in that: The S3 landing suitability assessment step also includes the airspace congestion level of the ultra-high-altitude receiving area. The ultra-high-altitude aircraft control center obtains the aircraft distribution in the airspace surrounding the receiving area in real time through data interaction with the air traffic management system. When more than 5 manned aircraft are simultaneously landing or taking off within a certain range around the receiving area, it is determined that the current airspace is congested and the manned aircraft is not suitable for landing. It is necessary to wait for the airspace conditions to improve before attempting to land.

4. The method for aerial parking of a manned aircraft at ultra-high altitudes according to claim 1, characterized in that: In the S4 receiving area curtain wall opening step, the opening and closing speed of the receiving area curtain wall system can be dynamically adjusted within the range of 0.5-1 m / s according to the actual situation; when encountering severe weather such as strong winds, in order to ensure the safety of the curtain wall, the opening and closing speed is automatically reduced to 0.3-0.5 m / s; under normal weather conditions, if the landing time of the aircraft is relatively tight, the opening and closing speed can be appropriately increased to 0.8-1 m / s; at the same time, the curtain wall system is equipped with a backup power supply to ensure that the opening and closing operation can be completed normally in the event of a main power failure.

5. A method for aerial parking of a manned aircraft at ultra-high altitudes according to claim 1, characterized in that: In the S5 precise parking operation steps, the suspension device is made of high-strength alloy steel with a yield strength ≥800MPa, and the surface of the suspension device is treated with anti-corrosion. The connection between the suspension system and the aircraft adopts an adjustable elastic buffer structure; When landing, the landing area is marked with multiple positioning markers on the ground. The manned aircraft matches the ground positioning markers with its onboard positioning system.

6. A method for aerial parking of a manned aircraft at ultra-high altitudes according to claim 1, characterized in that: In the S6 takeoff request submission step, when the manned aircraft issues a takeoff request, it also needs to upload the aircraft's real-time status information, including remaining battery power and mechanical system operating parameters. When reviewing the takeoff request, the ultra-high-altitude aircraft control center will assess whether the aircraft has the ability to take off safely and complete the predetermined flight mission based on the manned aircraft's real-time status information. If the aircraft's remaining battery power is insufficient to support reaching the destination, the control center will adjust the manned aircraft's battery power or adjust its flight route.

7. A method for aerial parking of a manned aircraft at ultra-high altitudes according to claim 1, characterized in that: In the S7 departure area curtain wall opening step, the opening angle of the departure area curtain wall system can be adaptively adjusted according to the type and takeoff performance of the manned aircraft; for vertical takeoff and landing aircraft, the opening angle can be set to 90°; for aircraft that take off by taxiing, the opening angle can be increased to 100°-130°; at the same time, the departure area curtain wall system will emit audible and visual prompts during the opening and closing process.

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