A method for attitude recovery of a monoplane landing gear failure

Abstract

The present application relates to the technical field of aircraft transfer rescue, and particularly relates to a method for attitude recovery of a single-wing aircraft with a failed landing gear, comprising: determining a determination result of attitude adjustment disqualification based on an attitude evaluation parameter, and determining an inflation strategy again according to a deviation degree of the attitude evaluation parameter from a standard adjustment parameter; determining a determination result of roll adjustment disqualification based on a roll change amount, and determining an inflation flow difference according to the roll change amount exceeding a risk roll range; determining a determination result of pitch adjustment disqualification based on a pitch change amount, and determining an inflation flow of a second set of lift bags according to the pitch change amount not belonging to a risk pitch range; and the present application can support the aircraft through a support truss and a set of lift bags, and can enhance the availability of the single-wing aircraft attitude recovered from the failed landing gear in different scenarios while recovering the attitude accuracy of the aircraft through multi-directional comprehensive control.

Description

Technical Field

[0001] This invention relates to the field of aircraft transfer and rescue technology, and in particular to an attitude recovery method for landing gear failure of a high-wing aircraft. Background Technology

[0002] During routine training and transfer missions, military transport aircraft may experience mechanical failures, such as main landing gear failure or breakage. In such cases, the aircraft needs to be detached from the runway quickly to prevent disruption to ground and air traffic control, airport closures, and overall flight safety. Once detached, the aircraft needs to be lifted to a certain height to restore its balance and allow for further towing or removal. Lifting the aircraft typically involves using jacks or lifting airbags. However, when the aircraft is on hard surfaces such as runways or taxiways, where jack holes are unavailable, jacks cannot be used. Most military transport aircraft are high-wing monoplanes; for example, a medium-sized transport aircraft has a wing height of 4.9 meters, while a large transport aircraft has a wing height of approximately 6 meters. Currently, the national standard GB / T31450—2015, "Aircraft Rescue Equipment Lifting Airbag Assembly," specifies a maximum lifting height of 3.8 meters for the lifting airbags, which is insufficient to support the wing of this particular aircraft.

[0003] Chinese Patent Publication No. CN112158352A discloses a rapid emergency rescue device for mid-to-high-wing monoplanes, including a modular vehicle, an adjustable wing support device, fuselage fixing straps, an auxiliary fuselage support bracket, and a central processing unit. By employing a main frame support beam and a flip-up bracket, it effectively avoids protruding structures such as the fuselage belly and engine compartment, while solving the problem of insufficient support for the excessively high wings of high-wing monoplanes. Furthermore, by setting up a central processing unit with preset type matrices and preset support matrix groups, the device can adjust the height of the pallets according to the type of aircraft, making it effective for various types of aircraft. The central processing unit can also adjust the pallet height in real time based on the load-bearing capacity of each pallet during transportation to prevent secondary damage to the wing due to excessively high or low loads, thus improving the transportation efficiency of the device. Therefore, the rapid emergency rescue device for mid-to-high-wing monoplanes has the following problems: While it cannot restore the aircraft's attitude accuracy through multi-directional integrated control, it enhances the usability of restoring the attitude of a high-wing aircraft in different scenarios when the landing gear fails. Summary of the Invention

[0004] To address this, the present invention provides an attitude recovery method for high-wing aircraft landing gear failure, which overcomes the problem in the prior art that the aircraft cannot be supported by a combination of support trusses and lifting airbags, and enhances the usability of restoring the attitude accuracy of the aircraft through multi-directional integrated control while also improving the usability of high-wing aircraft attitude recovery in different scenarios when landing gear failure occurs.

[0005] To achieve the above objectives, the present invention provides an attitude recovery method for landing gear failure in a high-wing aircraft, comprising: The aircraft is lifted according to the preset total inflation flow and inflation strategy based on the previous procedures; The attitude evaluation parameters determine the result of the attitude adjustment failure, and the inflation strategy is re-determined according to the degree of deviation of the re-determined attitude evaluation parameters from the standard adjustment parameters; wherein, the attitude evaluation parameters are determined based on the change in lateral tilt, the change in forward tilt and the change in height. The determination of unqualified roll adjustment is based on the roll change, and the inflation flow difference is determined based on the roll change exceeding the risk roll range; wherein, the roll change is determined based on the ground clearance of the wing root and wingtip, and the inflation flow difference is determined based on the inflation flow of the two first lifting airbag groups supporting the wing lifting. The determination of whether the forward tilt adjustment is unqualified is based on the change in forward tilt amount. The inflation flow rate of the second lifting airbag group is determined according to the fact that the change in forward tilt amount does not fall within the risky forward tilt range. The change in forward tilt amount is determined based on the ground clearance of the wing root, wingtip and tail. The lift failure is determined based on the altitude change, and the total inflation flow is recalculated if the altitude change exceeds the risk altitude range; wherein, the altitude change is determined based on the ground clearance between the wing root and the tail. In response to the determination that the attitude adjustment is qualified, the risk parameters are re-determined based on the relationship that the attitude evaluation parameters are less than the ideal adjustment parameters. The risk parameters include the risk tilt range, the risk forward tilt range, and the risk height range.

[0006] Furthermore, the process of determining that the posture adjustment is unqualified includes, Compare the attitude evaluation parameters with the standard adjustment parameters to determine the qualification of the attitude adjustment; In response to the determination that the attitude adjustment is unqualified, the attitude evaluation parameters are redefined, and the inflation strategy is redefined based on the overall deviation rate of the attitude evaluation parameters from the standard adjustment parameters.

[0007] Furthermore, in response to re-determining the inflation strategy, the adjustment method of the inflation strategy is determined based on the degree of deviation of the roll change, pitch change, and height change.

[0008] Furthermore, based on the fact that the deviation of either the roll change or the pitch change is greater than the deviation of the height change, the inflation flow rate difference is re-determined according to the first comprehensive deviation rate.

[0009] Furthermore, based on the fact that the deviations of the lateral tilt change and the forward tilt change are both less than the deviation of the height change, the inflation flow rate of the second lifting airbag group is re-determined according to the first comprehensive deviation rate.

[0010] Furthermore, the process for determining that the roll adjustment is unqualified includes, Compare the change in roll with the preset roll range to determine the suitability of the roll adjustment. In response to the determination that the roll adjustment is unqualified, the roll change is compared with the risk roll range. Based on the fact that the roll change does not fall within the risk roll range, the subsequent preset roll range is determined, and the inflation flow difference is re-determined according to the first deviation rate.

[0011] Furthermore, the process for determining that the forward tilt adjustment is unqualified includes, Compare the change in forward tilt with the preset forward tilt range to determine whether the forward tilt adjustment is qualified. In response to the determination that the forward tilt adjustment is unqualified, the forward tilt change is compared with the risk forward tilt range. Based on the fact that the forward tilt change does not fall within the risk forward tilt range, the subsequent preset forward tilt range is determined, and the inflation flow rate of the second lifting airbag group is re-determined according to the second deviation rate.

[0012] Furthermore, the process of determining whether the lifting is unqualified includes, Compare the height change with the preset height range to determine the lifting qualification; In response to the determination that the lifting is unqualified, the change in height is compared with the risk height range. Since the change in height does not fall within the risk height range, the total inflation flow rate is re-determined based on the third deviation rate.

[0013] Furthermore, in response to the re-determination of risk parameters, the peak value of the risk height range is adjusted according to a second comprehensive deviation rate where the attitude evaluation parameters are less than the ideal adjustment parameters, wherein the adjusted value of the peak value of the risk height range is positively correlated with the second comprehensive deviation rate.

[0014] Furthermore, the preliminary steps include determining the support truss and lifting airbag assembly according to the aircraft model, as well as determining the lifting position and lifting height.

[0015] Compared with the prior art, the beneficial effect of the attitude recovery method for landing gear failure of high-wing aircraft of the present invention is that it can support the aircraft by means of a support truss and a lifting airbag assembly, and enhance the usability of restoring the attitude accuracy of high-wing aircraft when landing gear failure occurs in different scenarios while restoring the attitude accuracy of the aircraft through multi-directional integrated control.

[0016] Furthermore, in the event of landing gear failure in a high-wing aircraft and insufficient space for jacks, the aircraft can be safely lifted using a combination of support trusses and lifting airbags. This effectively avoids the operational difficulties caused by space constraints in traditional lifting equipment. The mechanical parameters of the support truss and the distribution scheme of the lifting airbags are dynamically matched according to the aircraft model. Different total inflation flow rates and inflation strategies are preset for different aircraft models based on their center of gravity distribution characteristics, structural characteristics, and degree of attitude imbalance. This ensures that the aircraft can be lifted stably and safely to restore its attitude, increasing the stability and safety of towing or dragging the aircraft.

[0017] Furthermore, by comprehensively evaluating the accuracy and stability of attitude correction during the aircraft attitude recovery process through multi-parameter coupling, dynamic optimization and control of the inflation strategy of the lifting airbag group were achieved. This avoids the problem of over-correction or under-correction caused by single-parameter control. Through the multi-parameter comprehensive evaluation mechanism, the precise allocation and dynamic adjustment of the inflation volume of each airbag group during the aircraft attitude recovery process are realized, effectively improving the correction response speed and control accuracy. This ensures that during the aircraft attitude recovery process, the wing imbalance and nose drop can be corrected simultaneously and jointly, while the correction speed and accuracy are controlled within a stable range. In the event that the aircraft attitude recovery becomes unstable, a rapid response is made to avoid the loss of control of the aircraft attitude recovery. This ensures that the problem of jacks and other support equipment being unable to effectively correct the aircraft attitude in the event of attitude imbalance after landing gear failure of a high-wing aircraft is solved by the joint support of the support truss and the lifting airbag group. Compared to using jacks alone, which cannot effectively support the aircraft from the outset when there is insufficient space, and using airbags alone, which is insufficient to support a high-wing aircraft to a sufficient height, the combined support method of using support trusses and lifting airbags has greater adaptability and operational flexibility, especially in complex terrain or when the aircraft support space is limited, and can quickly solve the problem of aircraft attitude imbalance.

[0018] Furthermore, by considering the degree of wing tilt in a single direction, the subsequent traction or towing process after lifting the aircraft to a sufficient height is controlled. This avoids situations where, due to the overall assessment that the aircraft's attitude is already close to a risky state under standard control, the wing tilt is not responded to in time, resulting in the wing tilt remaining out of control after lifting the aircraft to the target height. In such cases, traction or towing poses a safety risk due to the aircraft's center of gravity shift, potentially leading to rollover or structural damage. Based on the degree of tilt of one wing, the aircraft attitude recovery process is divided into several stages, with different targets set for each stage. This allows for dynamic adjustment of the gas distribution strategy at each stage, ensuring that the roll change remains within a controllable range, thereby achieving the desired wing tilt angle. Progressive correction effectively reduces overall operational risk. When the expected tilt correction target is not achieved after a single lift, the current aircraft imbalance is reassessed, the reasons for not achieving the expected tilt correction target are summarized, and the gas distribution strategy is dynamically adjusted according to the current wing tilt angle to ensure that the subsequent aircraft attitude recovery process can continuously approach the target state. This prevents the risk of loss of control and structural damage caused by excessive aircraft attitude correction due to a single lift, effectively avoiding the accumulation of errors during attitude recovery and preventing the aircraft attitude from deviating from the expected due to the accumulation of errors caused by comprehensive evaluation. Furthermore, the determination of a single parameter in a single lift process increases the reliability and safety of the aircraft attitude recovery process, ensuring that the correction actions at each stage are precise and controllable.

[0019] Furthermore, through dynamic feedback of forward tilt changes and precise control of the inflation volume of the corresponding airbag assembly, closed-loop control of the pitch attitude during aircraft lift-up is achieved. This allows for simultaneous correction of both nose descent and wing tilt, preventing exacerbation of aircraft tilt during individual corrections. It ensures that during a single lift-up, the aircraft's attitude recovery is assessed from the nose descent direction, ensuring simultaneous control of multiple individual and overall directions for rapid response. This avoids situations where the overall attitude recovery is within the standard range, but local attitude deviations exceed safety thresholds. It also prevents the accumulation of nose descent errors during attitude recovery, which could lead to significant pitch angle deviations even after the aircraft reaches the target altitude, posing safety hazards during subsequent towing or moving due to attitude imbalance. Finally, it avoids secondary attitude recovery, which would severely impact maintenance efficiency and time.

[0020] Furthermore, evaluating the qualification of aircraft attitude restoration through single-direction aircraft lift height assessment is crucial. The process of restoring aircraft attitude involves more than just restoring balance; it also requires consideration of subsequent maintenance for high-wing aircraft with landing gear failure, as well as the stringent height accuracy requirements during towing or dragging. This ensures that the aircraft can simultaneously lift to meet towing or dragging requirements while restoring its attitude. This comprehensive evaluation avoids the accumulation of height errors from a single process, which could lead to insufficient, excessive, or inadequate height after attitude restoration. Therefore, judging the single-direction aircraft lift process by single-direction lift height assessment ensures that the aircraft accurately meets towing or dragging requirements after attitude restoration. This avoids resource waste caused by secondary lifts and delays in aircraft maintenance, thereby accelerating maintenance progress and reducing safety risks.

[0021] Furthermore, by comprehensively evaluating the accuracy of a single lift to restore the aircraft's attitude, and once the accuracy of attitude restoration reaches the ideal adjustment state, the accuracy of subsequent attitude restoration processes is appropriately relaxed. This avoids wasting time on attitude restoration due to excessive pursuit of precision, effectively accelerating the aircraft's attitude restoration time and providing more time for aircraft maintenance to ensure efficient progress of maintenance operations. By dynamically adjusting the boundaries of risk parameters, the system can improve attitude restoration efficiency while ensuring safety, especially effectively reducing cumulative adjustment errors during multiple lifts and avoiding oscillation effects caused by over-correction. When the deviation value approaches the ideal state in consecutive rounds of attitude adjustment, the system automatically narrows the adjustment range of risk parameters to ensure final positioning accuracy. Attached Figure Description

[0022] Figure 1 This is a flowchart of the attitude recovery method for landing gear failure of a high-wing aircraft according to the present invention; Figure 2 This is a flowchart for determining the suitability of roll adjustment according to the present invention; Figure 3 This is a flowchart for determining the compliance of the forward tilt adjustment according to the present invention; Figure 4 This is a flowchart for determining the eligibility of the lifting process according to the present invention. Detailed Implementation

[0023] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0024] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0025] Please see Figure 1 As shown, an embodiment for attitude recovery in the event of landing gear failure in a high-wing aircraft is described in detail; This invention provides an attitude recovery method for landing gear failure in a high-wing aircraft, comprising: Step S1: Lift the aircraft according to the preset total inflation flow and inflation strategy based on the previous process. Specifically, the preliminary steps include determining the support truss and lifting airbag assembly according to the aircraft model, as well as determining the lifting position and lifting height.

[0026] This invention enables the safe lifting of a high-wing aircraft in the event of landing gear failure and insufficient space for jacks. It utilizes a combination of a support truss and a lifting airbag assembly to achieve this, effectively avoiding the operational difficulties caused by space constraints in traditional lifting equipment. The mechanical parameters of the support truss and the distribution scheme of the lifting airbag assembly are dynamically matched according to the aircraft model. Furthermore, different total inflation flow rates and inflation strategies are preset for different aircraft models based on their center of gravity distribution characteristics, structural features, and degree of attitude imbalance. This ensures that the aircraft can be lifted stably and safely to restore its attitude, increasing the stability and safety of towing or dragging the aircraft.

[0027] Step S2: Determine the judgment result of unqualified attitude adjustment based on attitude evaluation parameters, and redetermine the inflation strategy according to the degree of deviation of the re-determined attitude evaluation parameters from the standard adjustment parameters; wherein, the attitude evaluation parameters are determined based on the change in lateral tilt, the change in forward tilt, and the change in height. Specifically, the process of determining that the posture adjustment is unqualified includes, Compare the attitude evaluation parameters with the standard adjustment parameters to determine the qualification of the attitude adjustment; In response to the determination that the attitude adjustment is unqualified, the attitude evaluation parameters are redefined, and the inflation strategy is redefined based on the overall deviation rate of the attitude evaluation parameters from the standard adjustment parameters.

[0028] Specifically, in response to re-determining the inflation strategy, the adjustment method of the inflation strategy is determined based on the degree of deviation of the changes in lateral tilt, forward tilt, and height.

[0029] Specifically, the inflation flow rate difference is re-determined based on the first comprehensive deviation rate, whereby the deviation of either the roll change or the pitch change is greater than the deviation of the height change.

[0030] Specifically, based on the fact that the deviations of the lateral tilt change and the forward tilt change are both less than the deviation of the height change, the inflation flow rate of the second lifting airbag group is re-determined according to the first comprehensive deviation rate.

[0031] The attitude evaluation parameters are determined by the changes in lateral tilt, forward tilt, and height. The attitude evaluation parameters are compared with the standard adjustment parameters to determine the qualification of the attitude adjustment. The attitude evaluation parameters are determined based on the first deviation of the roll change from the median value of the preset roll range, the second deviation of the pitch change from the median value of the preset pitch range, and the third deviation of the altitude change from the peak value of the preset altitude range. Let the attitude evaluation parameter be S, the first deviation be ΔP, the second deviation be ΔQ, and the third deviation be ΔH, and the weighting coefficients be α, β, and γ, respectively. Among them, the pitch change has the greatest weight in determining the aircraft attitude during the process of adjusting the aircraft attitude. Secondly, the altitude change has a relatively large weight in determining whether the towing or dragging requirements can be successfully completed. Therefore, α is set to 0.2, β to 0.5, and γ to 0.3. According to the formula: S = α × ΔP + β × ΔQ + γ × ΔH; The standard adjustment parameters are determined based on the deviation of the midpoint of the boundary between the preset roll range and the risk roll range of a single stage relative to the midpoint of the preset roll range, the deviation of the midpoint of the boundary between the preset forward roll range and the risk forward roll range relative to the midpoint of the preset forward roll range, and the deviation of the midpoint of the peak value of the preset height range and the peak value of the risk height range relative to the peak value of the preset height range. Let the standard adjustment parameter be Sbi, then Sbi = 0.2 × 0.2 + 0.5 × 0.075 + 0.3 × 0.015 = 0.082; If the attitude evaluation parameter is less than or equal to the standard adjustment parameter, the attitude adjustment is deemed qualified; if the attitude evaluation parameter is greater than or equal to the standard adjustment parameter, the attitude adjustment is deemed unqualified. During the process of lifting the aircraft and adjusting its attitude, if the attitude evaluation parameter is less than or equal to the standard adjustment parameter, the attitude adjustment is deemed qualified, indicating that the overall evaluation of the aircraft attitude is within a safe range. At this time, during the process of lifting the aircraft through the coordinated action of the support truss, the two first lifting airbag groups and the second lifting airbag group, the aircraft attitude adjustment approaches the ideal adjustment state, and there is no situation of loss of control of the aircraft attitude adjustment. Therefore, the subsequent lifting action can be carried out according to the current inflation strategy without the need to adjust the inflation strategy. If the attitude evaluation parameters exceed the standard adjustment parameters, the attitude adjustment is deemed unqualified, indicating that the overall aircraft attitude is prone to loss of control. The current inflation strategy carries a risk of flow imbalance when supplying gas to the two first and second lifting airbag groups. In this case, dynamic adjustment of the inflation strategy is required, and the attitude evaluation parameters must be redefined. During this redefined process, the weights of ΔP, ΔQ, and ΔH are re-determined based on their deviations. If the deviation of either ΔP or ΔQ is greater than the deviation of ΔH... When the deviation of ΔP is greater than that of ΔQ, the value of α is increased while the value of β is decreased to enhance the response to changes in roll. When adjusting the values ​​of α and β, the fixed change of α is 0.5, and the value of γ remains unchanged. The overall system is constrained by α + β + γ = 1. For example, when ΔP is 0.25, ΔQ is 0.06, and ΔH is 0.014, S = 0.2 × 0.25 + 0.5 × 0.06 + 0.3 × 0.014 = 0.0842; at this time, S > 0.0842. Sbi indicates a need to readjust the inflation strategy. At this point, the attitude evaluation parameters are redefined: S = 0.25 × 0.25 + 0.45 × 0.06 + 0.3 × 0.014 = 0.0937. The inflation flow rate difference is then adjusted based on the combined deviation rate between the attitude evaluation parameters and the standard adjustment parameters. If the roll change is less than the preset roll range, the redefined inflation flow rate difference is [1 + (0.0937 - 0.082) / 0.082] × 3.5 = 4; thus increasing the inflation flow rate difference to enhance the control of the wing tilt angle. Correction is performed to ensure that the aircraft attitude is restored to be more inclined to the target attitude, thereby increasing the stability and safety when towing or dragging the aircraft; if the change in roll is greater than the preset roll range, the redefined inflation flow difference is [1-(0.0949-0.082) / 0.082]×3.5=3; thereby reducing the inflation flow difference to enhance the correction effect on the wing tilt angle, prevent overcorrection of the wing tilt angle, and ensure that the aircraft attitude is restored to be more inclined to the target attitude, thereby increasing the stability and safety when towing or dragging the aircraft; When the deviations of ΔP and ΔQ are both less than the deviation of ΔH, then γ increases by 0.1, while α and β both decrease by 0.5. If ΔP is 0.2, ΔQ is 0.08, and ΔH is 0.018, S=0.2×0.2+0.5×0.08+0.3×0.018=0.854; The value of S is redefined as 0.15 × 0.2 + 0.45 × 0.08 + 0.4 × 0.018 = 0.0732. The change in the inflation flow rate of the second lifting airbag group is 10.44 × |(0.0732 - 0.082)| ÷ 0.082 = 1.12. The direction of the inflation flow rate adjustment of the second lifting airbag group is determined according to the deviation direction of the altitude change. If the altitude change is less than the valley value of the preset altitude range, the inflation flow rate of the second lifting airbag group is adjusted from 10.44 to 11.56. If the altitude change is greater than the peak value of the preset altitude range, the inflation flow rate of the second lifting airbag group is adjusted from 10.44 to 9.32. The inflation strategy is dynamically adjusted to ensure the accuracy of aircraft attitude recovery while keeping the total inflation flow rate unchanged.

[0032] This invention achieves dynamic optimization and control of the inflation strategy of the lifting airbag group by comprehensively evaluating the accuracy and stability of attitude correction during the aircraft attitude recovery process through multi-parameter coupling. This avoids the problems of overcorrection or undercorrection caused by single-parameter control. Through comprehensive and multi-parameter evaluation, it achieves precise allocation and dynamic adjustment of the inflation volume of each airbag group during the aircraft attitude recovery process, effectively improving the correction response speed and control accuracy. It ensures that during the aircraft attitude recovery process, it can simultaneously and jointly correct the situation of wing imbalance and nose drop, while controlling the correction speed and accuracy within a stable range. In the event that the aircraft attitude recovery tends to be unstable, it can respond quickly to avoid the loss of control of the aircraft attitude recovery. Thus, it ensures that the problem of jacks being unable to effectively correct the aircraft attitude in the case of attitude imbalance after landing gear failure of a high-wing aircraft is solved by the joint support of the support truss and the lifting airbag group. It also solves the problem that it is difficult to support a high-wing aircraft to a sufficient height using only airbags. Therefore, the method of using a combination of support trusses and lifting airbags for support has more adaptability and operational flexibility, especially in complex terrain or when the aircraft support space is limited, and can quickly solve the problem of aircraft attitude imbalance.

[0033] Please see Figure 2 As shown, this document details the process of determining whether to adjust the working state of the first lifting airbag assembly for raising the wing based on the results of the roll adjustment qualification assessment. Step S3: Determine the judgment result of unqualified roll adjustment based on the roll change amount, and determine the inflation flow difference based on the roll change amount exceeding the risk roll range; wherein, the roll change amount is determined based on the ground clearance of the wing root and wingtip, and the inflation flow difference is determined based on the inflation flow of the two first lifting airbag groups supporting the wing lifting. Specifically, the process of determining that the roll adjustment is unqualified includes, Compare the change in roll with the preset roll range to determine the suitability of the roll adjustment. In response to the determination that the roll adjustment is unqualified, the roll change is compared with the risk roll range. Based on the fact that the roll change does not fall within the risk roll range, the subsequent preset roll range is determined, and the inflation flow difference is re-determined according to the first deviation rate.

[0034] A laser rangefinder measures the ground clearance of the wing root, wingtip, and tail. The wing tilt angle is determined by the height of the wing root and wingtip above the ground. The roll change is obtained during attitude adjustment. The roll change is compared with the preset roll range to determine the roll adjustment qualification. If the change in roll is within the preset roll range, the roll adjustment is deemed qualified; if the change in roll is not within the preset roll range, the roll adjustment is deemed unqualified. In the event of landing gear failure on a high-wing aircraft, both wings will tilt. Before moving the aircraft to the designated location, it is necessary to lift the aircraft back to the target attitude to facilitate towing or towing. If the landing gear is not lowered, the aircraft needs to be lifted until the wheels are 10cm off the ground, then the landing gear should be lowered and locked, and the aircraft should be towed to the designated location using a tow truck. If the landing gear is broken, the aircraft needs to be lifted until the belly is about 1.3m off the ground to ensure that the towing truck can enter and the towing rack can be placed between the belly of the aircraft and the towing truck to ensure that the aircraft can be towed. Therefore, it is necessary to lift the aircraft back to the target attitude to prevent the aircraft from becoming unbalanced and to avoid secondary damage caused by the aircraft not being restored to the target attitude during towing or towing. During the process of lifting an aircraft using lifting airbags with a support truss, the lifting speed of the two wings is controlled by adjusting the inflation flow difference between the two first lifting airbag groups corresponding to the wings. As the aircraft is lifted by the two first lifting airbag groups, the wing tilt angle is gradually corrected according to the target lifting process. Ultimately, the goal is to achieve stable and level wings on both sides during the overall lifting of the aircraft. This avoids situations where the lateral tilt change is outside the preset lateral tilt range during the lifting process, resulting in the aircraft still tilting after being lifted to the target height. This would prevent the aircraft from fully adjusting its attitude to return to the target attitude, which could lead to secondary damage due to imbalance during towing or dragging because the aircraft has not returned to the target attitude. If the change in roll is within the preset roll range and the roll adjustment is deemed qualified, it indicates that the difference in inflation flow rate between the two first lifting airbag groups of the corresponding wing can lift the aircraft to the target altitude within a preset time while correcting the wing tilt angle, thus ensuring the stability and safety of the aircraft during towing or dragging.

[0035] If the roll change is outside the preset roll range, indicating a failed roll adjustment, it means that while lifting the aircraft to the target altitude within the preset time using the inflation flow difference between the two first lift airbag groups of the corresponding wing, the wing tilt angle cannot be corrected. If the roll change is less than the trough of the preset roll range, it means the wing tilt angle cannot be corrected, and when lifting the aircraft to the target altitude, the lower side of the wing is still lower than the other side in the initial state. Conversely, if the roll change is greater than the peak of the preset roll range, it means the wing tilt angle cannot be corrected. During the lifting process, if the lower wing side is initially raised too high, and this is not corrected in subsequent lift operations, overcorrection will occur when the aircraft reaches the target altitude, resulting in the lower wing side being higher than the other side initially. For example, taking an initial wing tilt angle of 10° as an example, for a typical high-wing aircraft with a wing height of 4.9m and an actual lift height of 3.8m, the remaining height is achieved using a support truss measuring 4.2m × 3.2m, with a height of 2.5m and a load-bearing capacity of 60t, and a total lift time of 30 minutes. Taking a low-pressure lifting airbag assembly with dimensions of 4m × 3m, 19 layers, each layer 20cm high, a maximum lifting height of 3.8m, and a load-bearing capacity of 60t as an example, the overall lifting process is divided into 5 stages. During each stage of lifting the aircraft, the wing tilt angle needs to be corrected by at least 2° to ensure the final corrected wing tilt angle is acceptable. A certain margin is set in the preset tilt range; therefore, the preset tilt range is set to [1.9, 2.1] to ensure that the wing tilt angle in the initial state can be completely corrected after the final lifting stage. Even with a 10° tilt, which is at the lower or upper limit of the preset tilt range during each lift, the final wing tilt angle does not exceed 0.5°, and does not exceed the maximum tilt angle of 1° to 3° allowed during traction or towing. Moreover, the preset tilt range of subsequent single stages can be dynamically adjusted after the completion of a single lift stage to increase the accuracy of restoring the aircraft's attitude. At this time, a 2° correction is made for the single lift process, and the inflation flow rate difference between the two first lifting airbag groups of the wing is set to 3.5 L / s. The inflation flow rate of the lower side is 25.35 + 3.5 / 2 = 27.1 L / s, and the inflation flow rate of the higher side is 25.35 - 3.5 / 2 = 23.6 L / s. If the roll change is outside the preset roll range, and the roll adjustment is deemed unqualified, compare the roll change with the risk roll range. The risk roll range is determined based on the preset roll range and the maximum roll angle allowed during traction or towing. At this time, the risk roll range is [1.7, 2.3], which ensures that after the last stage of lifting, the 10° tilt angle of the wing in the initial state can be completely corrected. Even if it is the lower limit or upper limit of the preset roll range during each lifting, the final wing tilt angle does not exceed 1.5°, and does not exceed the maximum roll angle of 1° to 3° allowed during traction or towing. If the change in roll is within the risk roll range, there is no need to redetermine the preset roll range. Although correcting the wing tilt angle according to the current change in roll cannot completely correct the initial 10° tilt angle, it can still ensure the stability and safety of the aircraft during towing or dragging. If the roll change is not within the risk roll range, it indicates that during the aircraft lifting process, after the final stage of lifting and correcting the initial 10° wing tilt angle, there is a possibility of exceeding the maximum allowable roll angle of 1° to 3° during towing or dragging. In this case, the aircraft lacks clear stability and safety during towing or dragging. The preset roll range needs to be redefined based on the current wing tilt angle, and the gas distribution strategy needs to be redefined based on the inflation flow difference between the two first lifting airbag groups. For example, if the aircraft is lifted with inflation flow rates of 27.1 L / s and 23.6 L / s, with an inflation flow difference of 3.5 L / s, and a roll change of more than 2.5° is detected after a single lifting process... If the peak value of the roll change is greater than the risk roll range [1.7, 2.3], then the current wing tilt angle is 7.5°. Based on the current wing tilt angle of 7.5°, the tilt angles that need to be corrected for the remaining four lift stages are allocated to each stage. Therefore, the wing tilt angle to be corrected during each lift stage is 1.875°. At this point, it is necessary to redetermine the air flow difference and the preset roll range based on the current wing tilt angle of 7.5°. If the roll change is greater than the peak value of the risk roll range, the air flow difference is adjusted to decrease based on the first deviation rate of the roll change relative to the median value of the preset roll range. If the roll change is less than the trough value of the risk roll range, the air flow difference is adjusted to increase based on the first deviation rate of the roll change relative to the median value of the preset roll range.

[0036] This invention, by considering the tilt of the wing in one direction, regulates the subsequent traction or towing process after lifting the aircraft to a sufficient height. This avoids situations where, despite the overall assessment of the aircraft's attitude being under standard control, it is already approaching a risky state, and the wing tilt is not responded to in a timely manner. In such cases, after lifting the aircraft to the target height, the wing tilt remains uncontrolled, posing a safety risk of tilting the aircraft's center of gravity and potentially causing rollover or structural damage. Based on the tilt of one wing, the aircraft attitude recovery process is divided into several stages, with different targets set for each stage. This allows for dynamic adjustment of the gas distribution strategy at each stage, ensuring that the roll change remains within a controllable range, thereby achieving a gradual increase in the wing tilt angle. This method effectively reduces overall operational risk. When the expected tilt correction target is not achieved after a single lift, the current aircraft imbalance state is reassessed, the reasons for not achieving the expected tilt correction target are summarized, and the gas distribution strategy is dynamically adjusted according to the current wing tilt angle to ensure that the subsequent aircraft attitude recovery process can continuously approach the target state. This prevents the risk of loss of control and structural damage caused by excessive aircraft attitude correction due to a single lift, effectively avoiding the accumulation of errors during attitude recovery and preventing the aircraft attitude from deviating from the expected due to the accumulation of errors caused by comprehensive evaluation. Furthermore, by judging a single parameter of a single lift process, the reliability and safety of the aircraft attitude recovery process are increased, ensuring that the correction actions at each stage are precise and controllable.

[0037] Please see Figure 3 The process for determining the suitability of the forward tilt adjustment is shown in detail below. Step S4: Determine the result of the forward tilt adjustment failure based on the forward tilt change amount, and determine the inflation flow rate of the second lifting airbag group according to the forward tilt change amount not falling within the risk forward tilt range; wherein, the forward tilt change amount is determined based on the ground clearance of the wing root, wingtip and tail. Specifically, the process of determining that the forward tilt adjustment is unqualified includes, Compare the change in forward tilt with the preset forward tilt range to determine whether the forward tilt adjustment is qualified. In response to the determination that the forward tilt adjustment is unqualified, the forward tilt change is compared with the risk forward tilt range. Based on the fact that the forward tilt change does not fall within the risk forward tilt range, the subsequent preset forward tilt range is determined, and the inflation flow rate of the second lifting airbag group is re-determined according to the second deviation rate.

[0038] The distance from the ground to the corresponding points on the fuselage and tail laser rangefinders is determined by measuring the ground clearance of the wing root and wingtip detection positions. The fuselage tilt angle is then determined by combining the height of the tail position from the ground. The forward tilt change is compared with the preset forward tilt range to determine the qualification of the forward tilt adjustment. If the change in forward tilt is within the preset forward tilt range, the forward tilt adjustment is deemed qualified; if the change in forward tilt is not within the preset forward tilt range, the forward tilt adjustment is deemed unqualified. During the process of lifting the aircraft to restore its attitude, the second lifting airbag assembly for lifting the forward fuselage is a low-pressure type with dimensions of 3m×2m, 15 layers, each layer 20cm high, a maximum lifting height of 3.0m, and a load-bearing capacity of 30t. The remaining height is lifted by a support truss with dimensions of 4.2m×3.2m, a height of 2.5m, and a load-bearing capacity of 60t. Taking a 5° fuselage tilt angle caused by nose drop as an example, in the process of lifting the aircraft, a 1° fuselage tilt angle needs to be corrected in each of the five lifting stages to ensure that the fuselage tilt angle is completely corrected to the target state after lifting the aircraft in the last stage. The preset forward tilt range is determined according to the fuselage tilt angle. At this time, the fuselage tilt angle is 5°, so the preset forward tilt range is [0.95, 1.05]. The inflation flow rate of the second lifting airbag assembly for lifting the forward fuselage is 10.44L / s, the lifting height of the forward fuselage in each stage is 0.6m, and the total lifting height is 3.0m. When the forward tilt change is within the preset forward tilt range, it is determined that the forward tilt adjustment is qualified. This means that after each lift in a single lift phase, the fuselage tilt angle can be corrected by at least 0.95° and at most 1.05°. After the lift in the last phase, the fuselage tilt angle is completely corrected to the target state. Even if each lift phase is at the peak or trough of the preset forward tilt range [0.95, 1.05], the deviation between the fuselage tilt angle and the target state after the lift in the last phase will not exceed 0.25°. Within this fuselage tilt angle range, whether the nose drops or the tail recoils, it will not affect the stability and safety of the aircraft during towing or dragging. If the forward tilt change is not within the preset forward tilt range, and the forward tilt adjustment is deemed unqualified, it indicates that even with the current airflow rate, after the aircraft is lifted, the fuselage tilt angle still exceeds the target state deviation by no more than 0.25°, and the accuracy requirements of the target state cannot be met. At this point, it is necessary to compare the change in forward tilt with the risk forward tilt range. The risk forward tilt range is determined based on the preset forward tilt range and the requirement to keep the aircraft as close to horizontal as possible during towing, and to control the pitch and roll angles within 1° to 3° to prevent structural overload, loss of center of gravity, or friction with the ground. At this point, the risk forward tilt range is [0.9, 1.1]. If the forward tilt change is within the risky forward tilt range, it means that although the forward tilt change does not fully meet the requirements of the preset forward tilt range, it is still within the acceptable safety margin. At this time, it is not necessary to adjust the inflation flow of the second lifting airbag group for lifting the forward fuselage to avoid unnecessary operation caused by misjudgment, which could lead to loss of control in restoring the fuselage attitude. The next stage of the lifting process can continue. If the forward tilt change is not within the risky forward tilt range, it indicates that the forward tilt change completely exceeds the preset forward tilt range requirement. Furthermore, if the aircraft continues to tilt according to the current inflation flow rate, the fuselage tilt angle may exceed the requirement of controlling the pitch angle within 1° to 3° after the final lifting stage. In this case, the preset forward tilt range and subsequent inflation flow rate are redefined based on the current inflation flow rate and fuselage tilt angle. If the forward tilt change is greater than the peak value of the risky forward tilt range, the inflation flow rate is reduced based on the second deviation rate of the forward tilt change relative to the median value of the preset forward tilt range. If the forward tilt change is less than the trough value of the risky forward tilt range, the inflation flow rate is increased based on the second deviation rate of the forward tilt change relative to the median value of the preset forward tilt range. The preset forward tilt range is then redefined based on the current fuselage tilt angle and the remaining number of lifting stages. For example, if the current inflation flow rate is 10.44 L / s, and the detected forward tilt change is 1.2°, which exceeds the peak value of 1.1° in the risky forward tilt range, then according to the second deviation rate = (1.2-1) / 1 = 20%, the inflation flow rate is adjusted from 10.44 L / s to 8.352 L / s to fully reduce the subsequent forward tilt change and avoid the tail falling due to excessive forward tilt change.

[0039] This invention achieves closed-loop control of the pitch attitude during aircraft lift-up by dynamically feeding back changes in forward tilt and precisely controlling the inflation volume of the corresponding airbag assembly. It simultaneously corrects both nose-down and wing-tilt situations, preventing exacerbation of aircraft tilt during individual corrections. It ensures that during a single lift-up process, the aircraft's attitude recovery is assessed from the nose-down direction, ensuring simultaneous control of multiple individual and overall directions for rapid response. This avoids situations where the overall attitude recovery is within the standard range, but local attitude deviations exceed safety thresholds. It also prevents the accumulation of nose-down errors during attitude recovery, which could lead to significant pitch angle deviations even after the aircraft reaches the target altitude, posing safety hazards during subsequent towing or moving due to attitude imbalance. Furthermore, it avoids secondary attitude recovery, which severely impacts the efficiency and time of aircraft maintenance.

[0040] Please see Figure 4 The process for determining the eligibility of the lifting operation is shown in detail below. Step S5: Based on the height change, determine the lifting failure result, and redetermine the total inflation flow rate according to the height change exceeding the risk height range; wherein, the height change is determined based on the ground clearance of the wing root and tail. Specifically, the process of determining whether the lifting is unqualified includes, Compare the height change with the preset height range to determine the lifting qualification; In response to the determination that the lifting is unqualified, the change in height is compared with the risk height range. Since the change in height does not fall within the risk height range, the total inflation flow rate is re-determined based on the third deviation rate.

[0041] The lift height is determined by the ground clearance of the detection positions at the wing root and tail. The change in height is obtained during attitude adjustment. The change in height is compared with the preset height range to determine the lift qualification. If the height change is within the preset height range, the lifting is deemed qualified; if the height change is not within the preset height range, the lifting is deemed unqualified. During the lifting process, through the coordinated action of the support truss, the two first lifting airbag groups and the second lifting airbag group, while correcting the wing and fuselage tilt angles, it is necessary to ensure that the aircraft is lifted to the target altitude within the specified time. This is to avoid the risk of the aircraft tilting due to the wing and fuselage tilt angles not being corrected to the corresponding range due to the lifting speed being too slow, which would still not meet the requirements for towing or dragging after the last lifting stage is completed. It is also to avoid the risk of the aircraft tilting due to the wing and fuselage tilt angles not being corrected to the corresponding range due to the lifting speed being too fast. When the altitude change falls within the preset altitude range, the lift is deemed qualified. This indicates that the aircraft is being lifted according to the current altitude change. After the last lift stage is completed, the aircraft can be lifted above the target altitude to meet the requirements for traction or towing without exceeding the target altitude too much, thus preventing traction or towing from being achieved. The preset altitude range is determined based on the altitude difference and the number of lift stages. For example, if the current altitude is 3.8m and the aircraft's attitude is restored in 5 lift stages, the valley of the preset altitude range is 0.76m. According to the requirements for traction or towing, the total altitude difference should not exceed 10cm. Therefore, the preset altitude range is [0.76, 0.77]. This ensures that the aircraft is lifted according to the current altitude change so that after the last lift stage is completed, the aircraft can be accurately lifted above the target altitude to meet the requirements for traction or towing without exceeding the altitude difference by more than 10cm. When the altitude change is not within the preset altitude range, the lifting is deemed unqualified. This indicates that when the aircraft is lifted according to the current altitude change, after the last lifting stage is completed, there is a possibility that the aircraft altitude is lower than the target altitude and cannot meet the towing or dragging requirements, or that the total altitude difference exceeds 10cm, which will result in the inability to meet the towing or dragging requirements. When the height change is not within the preset height range, and the lifting is deemed unqualified, the total inflation flow rate is determined by comparing the height change with the risk height range. The risk height range is determined based on a preset height range and the requirement that the total excess height difference does not exceed 10cm for towing or dragging. In this case, the risk height range is [0.76, 0.78]. If the altitude change is within the risk altitude range, the aircraft can be lifted according to the current total inflation flow. If the altitude change is 0.775, although it exceeds the preset altitude range requirement, the final aircraft lifting height is still within the towing or dragging requirement that the total height difference does not exceed 10cm. If the change in height is not within the risk height range, or if the change in height is less than the trough of the risk height range, the total inflation flow rate is increased based on the third deviation rate of the change in height relative to the peak value of the preset height range. If the change in height is greater than the peak value of the risk height range, the total inflation flow rate is decreased based on the third deviation rate of the change in height relative to the peak value of the preset height range.

[0042] This invention evaluates the qualification of aircraft attitude restoration by assessing the aircraft's lift height in a single direction. The process of restoring aircraft attitude involves more than just restoring balance; it also requires consideration of subsequent maintenance for high-wing aircraft with landing gear failure, as well as the stringent height accuracy requirements during towing or dragging. This ensures that the aircraft can simultaneously lift to meet towing or dragging requirements while restoring its attitude. Therefore, by comprehensively evaluating the aircraft attitude restoration process, this invention avoids the accumulation of height errors from a single process, which could lead to insufficient height, excessive height for towing, or excessive height for dragging after attitude restoration. Thus, by judging the single lift process by assessing the aircraft's lift height in a single direction, this invention ensures that the aircraft accurately meets towing or dragging requirements after attitude restoration, avoiding the waste of resources caused by secondary lifts and the impact on aircraft maintenance. This accelerates the maintenance process and reduces safety risks.

[0043] Step S6: In response to the determination that the attitude adjustment is qualified, the risk parameters are re-determined based on the relationship that the attitude evaluation parameters are less than the ideal adjustment parameters. The risk parameters include the risk tilt range, the risk forward tilt range, and the risk height range.

[0044] Specifically, in response to the re-determination of risk parameters, the peak value of the risk height range is adjusted according to a second comprehensive deviation rate where the attitude evaluation parameters are less than the ideal adjustment parameters, wherein the adjusted value of the peak value of the risk height range is positively correlated with the second comprehensive deviation rate.

[0045] In response to the determination that the attitude adjustment is qualified, the attitude evaluation parameters and the ideal adjustment parameters are compared. If the attitude evaluation parameters are less than the ideal adjustment parameters, it indicates that the current process of lifting the aircraft to restore its attitude is close to the ideal state. The margin of risk parameters in subsequent lifting processes can be appropriately increased to accelerate the recovery of the aircraft's attitude. This also avoids excessive pursuit of aircraft attitude precision leading to excessively long recovery times, or frequent changes in the inflation strategy during attitude adjustment that could result in occasional loss of control during the lift process, causing uncontrollable aircraft attitude recovery. Based on the deviation of the attitude evaluation parameters from the ideal adjustment parameters, each risk parameter is re-determined. These risk parameters include the risk roll range, the risk pitch range, and the risk altitude range. When re-determining the risk roll range and the risk pitch range, the boundaries at both ends are enlarged proportionally. When redefining the risk height range, only the peak value is adjusted; the ideal adjustment parameter is determined based on the deviation of the boundaries of the preset tilt range and the preset forward tilt range from the median value and the interval value of the preset height range; let the ideal adjustment parameter be Sb, then Sb = 0.2 × 0.1 + 0.5 × 0.05 + 0.3 × 0.01 = 0.048; for example, when S = 0.2 × 0.05 + 0.5 × 0.025 + 0.3 × 0.005 = 0.024, the risk tilt range can be adjusted from [1.7, 2.3] to [1.6, 2.4], the risk forward tilt range from [0.9, 1.1] to [0.85, 1.15], and the risk height range from [0.76, 0.78] to [0.75, 0.79] according to the deviation of the attitude evaluation parameter from the ideal adjustment parameter; If the attitude evaluation parameter is greater than or equal to the ideal adjustment parameter, it indicates that the current process of lifting the aircraft to restore its attitude is in a standard state, has not reached the point of excessive precision, and has no risk of losing control. The aircraft attitude restoration can continue according to the current lifting process. After completing the final lifting process, the aircraft's attitude has been fully restored. Subsequently, the aircraft can be moved using jacks to carry out targeted maintenance.

[0046] This invention comprehensively evaluates the accuracy of a single lift to restore aircraft attitude. Once the accuracy of attitude restoration reaches an ideal adjustment state, the accuracy of subsequent attitude restoration processes is appropriately relaxed. This avoids wasting time on attitude restoration due to excessive pursuit of precision, effectively accelerating the aircraft attitude restoration time and providing more time for aircraft maintenance to ensure efficient maintenance operations. By dynamically adjusting the boundaries of risk parameters, the system can improve attitude restoration efficiency while ensuring safety, especially effectively reducing cumulative adjustment errors during multiple lifts and avoiding oscillation effects caused by over-correction. When the deviation value approaches the ideal state in consecutive attitude adjustments, the system automatically narrows the adjustment range of risk parameters to ensure final positioning accuracy.

[0047] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. A method for attitude recovery in the event of landing gear failure in a high-wing aircraft, characterized in that, include, The aircraft is lifted according to the preset total inflation flow and inflation strategy based on the previous procedures; The attitude evaluation parameters determine the result of the attitude adjustment failure, and the inflation strategy is re-determined according to the degree of deviation of the re-determined attitude evaluation parameters from the standard adjustment parameters; wherein, the attitude evaluation parameters are determined based on the change in lateral tilt, the change in forward tilt and the change in height. The determination of unqualified roll adjustment is based on the roll change, and the inflation flow difference is determined based on the roll change exceeding the risk roll range; wherein, the roll change is determined based on the ground clearance of the wing root and wingtip, and the inflation flow difference is determined based on the inflation flow of the two first lifting airbag groups supporting the wing lifting. The determination of whether the forward tilt adjustment is unqualified is based on the change in forward tilt amount. The inflation flow rate of the second lifting airbag group is determined according to the fact that the change in forward tilt amount does not fall within the risky forward tilt range. The change in forward tilt amount is determined based on the ground clearance of the wing root, wingtip and tail. The lift failure is determined based on the altitude change, and the total inflation flow is recalculated if the altitude change exceeds the risk altitude range; wherein, the altitude change is determined based on the ground clearance between the wing root and the tail. In response to the determination that the attitude adjustment is qualified, the risk parameters are re-determined based on the relationship that the attitude evaluation parameters are less than the ideal adjustment parameters. The risk parameters include the risk tilt range, the risk forward tilt range, and the risk height range.

2. The attitude recovery method for landing gear failure of a high-wing aircraft according to claim 1, characterized in that, The process of determining that the posture adjustment is unqualified includes: Compare the attitude evaluation parameters with the standard adjustment parameters to determine the qualification of the attitude adjustment; In response to the determination that the attitude adjustment is unqualified, the attitude evaluation parameters are redefined, and the inflation strategy is redefined based on the overall deviation rate of the attitude evaluation parameters from the standard adjustment parameters.

3. The attitude recovery method for landing gear failure of a high-wing aircraft according to claim 2, characterized in that, In response to the need to redetermine the inflation strategy, the adjustment method of the inflation strategy is determined based on the degree of deviation of the changes in lateral tilt, forward tilt, and height.

4. The attitude recovery method for landing gear failure of a high-wing aircraft according to claim 3, characterized in that, The inflation flow rate difference is re-determined based on the degree of deviation of either the side tilt change or the forward tilt change being greater than the degree of deviation of the height change, according to the first comprehensive deviation rate.

5. The attitude recovery method for landing gear failure of a high-wing aircraft according to claim 3, characterized in that, Since the deviations of both the lateral tilt change and the forward tilt change are less than the deviation of the height change, the inflation flow rate of the second lifting airbag group is re-determined based on the first comprehensive deviation rate.

6. The attitude recovery method for landing gear failure of a high-wing aircraft according to claim 1, characterized in that, The process for determining that the roll adjustment is unqualified includes, Compare the change in roll with the preset roll range to determine the suitability of the roll adjustment. In response to the determination that the roll adjustment is unqualified, the roll change is compared with the risk roll range. Based on the fact that the roll change does not fall within the risk roll range, the subsequent preset roll range is determined, and the inflation flow difference is re-determined according to the first deviation rate.

7. The attitude recovery method for landing gear failure of a high-wing aircraft according to claim 1, characterized in that, The process for determining that the forward tilt adjustment is unqualified includes: Compare the change in forward tilt with the preset forward tilt range to determine whether the forward tilt adjustment is qualified. In response to the determination that the forward tilt adjustment is unqualified, the forward tilt change is compared with the risk forward tilt range. Based on the fact that the forward tilt change does not fall within the risk forward tilt range, the subsequent preset forward tilt range is determined, and the inflation flow rate of the second lifting airbag group is re-determined according to the second deviation rate.

8. The attitude recovery method for landing gear failure of a high-wing aircraft according to claim 1, characterized in that, The process for determining whether the lifting is unqualified includes: Compare the height change with the preset height range to determine the lifting qualification; In response to the determination that the lifting is unqualified, the change in height is compared with the risk height range. Since the change in height does not fall within the risk height range, the total inflation flow rate is re-determined based on the third deviation rate.

9. The attitude recovery method for landing gear failure of a high-wing aircraft according to claim 1, characterized in that, In response to the re-determination of risk parameters, the peak value of the risk height range is adjusted according to the second comprehensive deviation rate that the attitude evaluation parameters are less than the ideal adjustment parameters, wherein the adjusted value of the peak value of the risk height range is positively correlated with the second comprehensive deviation rate.

10. The attitude recovery method for landing gear failure of a high-wing aircraft according to claim 1, characterized in that, The preliminary steps include determining the support truss and lifting airbag assembly according to the aircraft model, as well as determining the lifting position and lifting height.

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