A multi-purpose electric aircraft system based on replaceable functional capsules and a method of operation

Abstract

The application discloses a multi-purpose electric aircraft system based on replaceable function cabin and a running method, and belongs to the technical field of electric vertical take-off and landing aircrafts. The system comprises an upper flight power module and at least one lower function cabin module. The upper flight power module comprises a sub-battery, a UAV frame, a multi-rotor power module arranged on the UAV frame and an intelligent control module. The sub-battery is used for supplying power to the multi-rotor power module and the intelligent control module. An electric appliance female connector is arranged on the UAV frame. The lower function cabin module comprises a cabin and a main battery. The application is suitable for high-frequency and multi-task eVTOL aircraft operation, can achieve replacement of "flight-charging-flight" with "flight-cabin replacement-flight", avoids manual intervention as much as possible, enables the flight power platform to run almost continuously, improves asset utilization rate and increases economic benefits.

Description

Technical Field

[0001] This invention belongs to the field of electric vertical takeoff and landing aircraft technology, and particularly relates to a multi-purpose electric aircraft system and its operation method based on replaceable functional cabins. Background Technology

[0002] With the booming development of emerging fields such as Urban Air Mobility (UAM), Advanced Air Mobility (AAM), and drone logistics delivery, electric vertical takeoff and landing (eVTOL) aircraft have become one of the most promising technological directions in this field due to their unique advantages of being environmentally friendly, low-noise, runway-free, and highly maneuverable. Multi-rotor configurations have been widely used in small and medium-sized eVTOL aircraft due to their relatively simple control and high hovering efficiency.

[0003] However, in the process of industrialization and large-scale operation, existing eVTOL aircraft technologies have exposed two core problems that urgently need to be solved: First, there is a fundamental contradiction between endurance and energy replenishment efficiency: the specific energy growth of commercially available high-energy-density lithium-ion batteries has reached a plateau, and the endurance provided by a single charge is insufficient to meet the demands of high-intensity, continuous commercial operations. More importantly, even with fast charging technology, battery charging still takes tens of minutes to several hours, which forces aircraft to frequently interrupt missions for extended charging periods. Although some small drones use removable battery designs, replacement usually requires manual intervention or specialized tools, making the replacement process cumbersome and time-consuming, and unable to achieve automated, rapid, and seamless operation. Battery swapping is one challenge. For heavy-duty, high-voltage eVTOL aircraft, the battery packs are bulky, heavy, and have complex interfaces, making direct battery replacement even more difficult. A reliable and efficient standardized battery swapping solution has not yet been established. The significant ground waiting time drastically reduces the actual utilization rate and operational economy of the flight platform, becoming one of the main obstacles to the development of UAM (Unified Aircraft Management). Secondly, there is the contradiction between functional singularity and high system costs: Traditional aircraft are typically deeply customized and optimized for specific missions, such as cargo drones, manned aircraft, and emergency rescue drones. Their mission systems (such as cargo bays, passenger cabins, medical equipment, and detection sensors) are highly integrated with the flight propulsion platform (frame, power system, flight control), forming a closed whole. This "one aircraft, one use" model means that if operators want to cover multiple application scenarios, they must invest in purchasing and maintaining multiple complete aircraft platforms, resulting in huge initial investments, high equipment idle rates, and persistently high total cost of ownership (TCO).

[0004] Currently, some solutions in the industry attempt to improve flexibility through "modular" design, but most only stay at the superficial level of load-bearing, such as detachable cargo pods or equipment mounting racks. These solutions fail to address the core of the energy system, and the aircraft still needs to return to base to recharge the same battery, without shortening the energy replenishment time. Moreover, the switching of mission equipment often involves complex mechanical and electrical rewiring, which is cumbersome and time-consuming, and cannot achieve rapid conversion. Therefore, there is an urgent need for a multi-purpose electric aircraft system and operation method based on replaceable functional cabins to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to address the problems existing in the prior art by providing a multi-purpose electric aircraft system and its operation method based on a replaceable functional cabin.

[0006] To achieve the above objectives, the present invention employs the following technical solution: In a first aspect, the present invention provides a multi-purpose electric aircraft system and operating method based on a replaceable functional cabin, including an upper flight power module and at least one lower functional cabin module. The upper flight power module includes an auxiliary battery, a drone frame, and a multi-rotor power module and an intelligent control module mounted on the drone frame. The auxiliary battery is used to power the multi-rotor power module and the intelligent control module. The drone frame is equipped with an electrical female connector. The lower functional cabin module includes a cabin and a main battery. The cabin is equipped with an electrical male connector that is compatible with the electrical female connector. The electrical female connector and the electrical male connector are connected for the main battery to supply power to the multi-rotor power module and the intelligent control module. The cabin is equipped with a mechanical locking mechanism and a guiding and positioning mechanism. The mechanical locking mechanism is used to detachably connect with the UAV frame, and the guiding and positioning mechanism is used to guide the UAV frame.

[0007] By adopting the above technical solutions, the "flight-charging-flight" process can be replaced by "flight-cabin-flight", minimizing human intervention, enabling the flight power platform to operate almost continuously, improving asset utilization, and increasing economic benefits.

[0008] As a further technical solution, the guidance and positioning mechanism includes an identification unit, which includes a camera, an infrared receiver, a visual identification mark, and an infrared beacon. The camera and the infrared receiver are both mounted on the drone frame, and the visual identification mark and the infrared beacon are both mounted on the cabin. The camera is used to identify the visual identification mark and calculate the orientation of the corresponding lower functional cabin module. The infrared receiver is used to detect the infrared beacon and identify the corresponding lower functional cabin module.

[0009] As a further technical solution, the guiding and positioning mechanism also includes a ranging unit, which includes a laser ranging sensor mounted on the cabin. The laser ranging sensor is used to provide the vertical distance or near-distance height difference between the UAV frame and the cabin.

[0010] By adopting the above technical solution, the upper flight power module and the lower functional cabin module can be aligned in stages using a camera and visual recognition mark, an infrared receiver and the infrared beacon, and a laser ranging sensor. Combined with the control logic of multi-sensor confidence fusion, high-precision, robust and safe automatic docking of the upper flight power module and the lower functional cabin module is achieved under various working conditions.

[0011] As a further technical solution, the guiding and positioning mechanism also includes multiple guide posts and multiple guide sleeves. The guide posts are evenly distributed around the top periphery of the cabin, and the guide sleeves are distributed around the bottom periphery of the UAV frame. The guide sleeves are adapted to the guide posts.

[0012] By adopting the above technical solutions, the guide sleeve and guide post complement each other as physical guide components, non-contact positioning aids, visual recognition markers, infrared receivers, infrared beacons, and laser ranging sensors, thereby further realizing high-precision, robust, and safe automatic docking of the upper flight power module and the lower functional cabin module under various working conditions.

[0013] As a further technical solution, the cabin is divided into a placement cavity by a partition, which is used to separate the placement cavity from the main battery, and a fixing strap is provided in the placement cavity.

[0014] By adopting the above technical solution, functional areas are clearly divided by partitions, making the cabin structure compact and the layout reasonable. Combined with the quick assembly and disassembly of the fixing straps, it is easy to quickly replace different functional cabins in the placement cavity.

[0015] As a further technical solution, the mechanical locking mechanism is any one of an electrically controlled locking hook structure, an electromagnetic lock structure, and a hydraulic locking structure.

[0016] By adopting the above technical solutions, the multi-purpose electric aircraft system can be selected according to usage requirements, thereby achieving reliable locking between the UAV frame and the cabin.

[0017] Secondly, the present invention provides an operation method for a multi-purpose electric aircraft system based on replaceable functional cabins, characterized in that the operation method of the electric aircraft system includes the following steps: After the upper flight power module and the lower functional cabin module are fixed by a mechanical locking mechanism, the electrical female connector and the electrical male connector are connected, and the main battery in the lower functional cabin module provides power to perform the first task. After the first mission is completed, the upper flight propulsion module flies to the cabin changing station; When the intelligent control module in the upper flight power module receives a cabin replacement command or detects that the main battery power of the connected lower functional cabin module is lower than a preset threshold, the intelligent control module controls the mechanical locking mechanism to disconnect. The upper flight power module is then powered by the auxiliary battery until another lower functional cabin module is replaced, at which point the main battery on the other lower functional cabin module powers the second task. When the intelligent control module in the upper flight propulsion module detects that the main battery power of the connected lower functional cabin module is not lower than a preset threshold, the upper flight propulsion module will not replace the lower functional cabin module and will continue to perform the second task.

[0018] By adopting the above technical solution, the "flight-charging-flight" process is replaced by "flight-cabin-flight", minimizing human intervention and enabling the flight power platform to operate almost continuously, thereby improving asset utilization and increasing economic benefits.

[0019] As a further technical solution, when the intelligent control module receives a cabin-changing command or detects that the main battery power is below a preset threshold, it controls the multi-rotor power module to rise, causing the electrical female connector to disconnect from the electrical male connector, and switches to the auxiliary battery supplying power to the multi-rotor power module and the intelligent control module.

[0020] By adopting the above technical solution, and utilizing the design of the auxiliary battery in the upper flight power module and the main battery in the lower functional cabin module, built-in energy redundancy is provided. In the event of a main battery failure or insufficient power, the auxiliary battery can serve as an emergency power source to support the aircraft's safe return or emergency landing, ensuring flight safety.

[0021] As a further technical solution, the method for replacing the upper flight propulsion module with another lower functional cabin module is as follows: The camera identifies the visual recognition target and transmits the data signal to the intelligent control module in the upper flight power module; The infrared receiver receives the signal emitted by the infrared beacon on another lower functional cabin module and transmits it to the intelligent control module; The intelligent control module receives and processes signals, and controls the multi-rotor power module to move the upper flight power module to the airspace above another lower functional cabin module, and approach the monitoring range of the laser rangefinder sensor, so that it provides distance measurement information to the intelligent control module, and completes the docking with the assistance of the guide column and guide sleeve.

[0022] By adopting the above technical solutions, high-precision, robust and safe automatic docking of the upper flight propulsion module and the lower functional cabin module can be achieved under various working conditions.

[0023] As a further technical solution, the guide post is an involute tapered post, and the inside of the guide sleeve is coated with lubricant.

[0024] By adopting the above technical solution, the guide post adopts an involute cone angle and a rounded R angle transition, so as to guide the upper module to generate a small radial movement in the initial contact stage and gradually eliminate the horizontal deviation. The guide sleeve is equipped with a low friction bushing or a slide with self-lubricating material to reduce contact loss and allow the guide post to undergo a small relative slippage in the final mating stage, thereby achieving passive correction of the mechanical position.

[0025] Compared with the prior art, the beneficial effects of the present invention are: 1. This application, through the structural design of the upper flight power module and the lower functional cabin module, can replace "flight-charging-flight" with "flight-cabin-changing-flight", minimizing manual intervention, enabling the flight power platform to operate almost continuously, improving asset utilization, and increasing economic benefits; 2. This application utilizes the design of the auxiliary battery in the upper flight power module and the main battery in the lower functional cabin module to provide built-in energy redundancy. In the event of a failure or insufficient power of the main battery, the auxiliary battery can serve as an emergency power source to support the safe return or emergency landing of the aircraft and ensure flight safety. 3. The design of the placement cavity in the lower functional cabin module of this application enables the upper flight power module to be used as a universal power platform that can be adapted to a variety of cabins. It is not necessary to purchase a complete aircraft for each new function. Only a relatively low-cost mission cabin needs to be configured and placed in the placement cavity for use, thereby significantly reducing the marginal cost of multi-functional missions. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of the multi-purpose electric aircraft system of the present invention; Figure 2 This is a schematic diagram showing the positional structure of the upper flight power module, part of the mechanical locking mechanism, and part of the structural guidance and positioning mechanism of the multi-purpose electric aircraft system of the present invention. Figure 3 This is a schematic diagram showing the position and structure of the lower functional cabin module, some mechanical locking mechanisms, and some structural guiding and positioning mechanisms of the multi-purpose electric aircraft system of the present invention. Figure 4 This is a schematic diagram of the operation method of the multi-purpose electric aircraft system of the present invention.

[0027] In the diagram: 1. Upper flight power module; 11. UAV frame; 12. Multi-rotor power module; 13. Guide sleeve; 14. Auxiliary battery; 2. Lower functional cabin module; 21. Cabin; 22. Placement cavity; 23. Main battery; 24. Fixing strap; 25. Guide post; 3. Mechanical locking mechanism; 4. Electrical female connector; 5. Electrical male connector; 6. Camera; 61. Visual recognition beacon; 7. Infrared receiver; 71. Infrared beacon; 8. Laser rangefinder sensor. Detailed Implementation

[0028] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are merely 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.

[0029] In the description of this invention, it should be noted that the terms "middle", "upper", "lower", "left", "right", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0030] like Figure 1-4 As shown, the specific scheme of the embodiment is as follows: A multi-purpose electric aircraft system and operation method based on a replaceable functional cabin includes an upper flight power module 1 and at least one lower functional cabin module 2. The upper flight power module 1 includes an auxiliary battery 14, a drone frame 11, and a multi-rotor power module 12 and an intelligent control module mounted on the drone frame 11. The auxiliary battery 14 is used to supply power to the multi-rotor power module 12 and the intelligent control module. An electrical female connector 4 is provided on the drone frame 11. The lower functional cabin module 2 includes a cabin 21 and a main battery 23. An electrical male connector 5 adapted to the electrical female connector 4 is provided on the cabin 21. The electrical female connector 4 and the electrical male connector 5 are connected for the main battery 23 to supply power to the multi-rotor power module 12 and the intelligent control module. A mechanical locking mechanism 3 and a guiding and positioning mechanism are provided on the cabin 21. The mechanical locking mechanism 3 is used for detachable connection with the drone frame 11, and the guiding and positioning mechanism is used for guiding connection with the drone frame 11.

[0031] It should be noted that the upper flight propulsion module 1 is equipped with a multi-mode satellite navigation module including GPS and Beidou, and is also compatible with constellation signals such as Galileo and GLONASS to obtain stable absolute positioning capabilities in open environments. To further improve positioning accuracy in areas near buildings, indoor-outdoor transition zones, or close-range working environments, the upper flight propulsion module 1 has reserved an external sensor interface, which can be connected to visual navigation, lidar, or ultra-wideband (UWB) positioning modules.

[0032] The multi-rotor power module 12 includes multiple brushless motors, a high-efficiency propeller, and an electronic speed controller (ESC). The number of brushless motors in the multi-rotor power module 12 is unlimited and can be configured according to the required payload and range. The ESC is electrically connected to the three-phase input of the brushless motors to control their speed. The output of the brushless motors is connected to the high-efficiency propellers, thereby providing the lift and attitude control torque required for the multi-purpose electric aircraft system. As a preferred embodiment, four brushless motors are used to form a quadcopter layout, which achieves high hovering efficiency while ensuring control redundancy and structural simplification. As another preferred embodiment, eight brushless motors are used to form an octocopter layout, which provides greater lift redundancy and resistance to single-point failures (each brushless motor is equipped with a high-efficiency propeller and an electronic speed controller).

[0033] Based on the above embodiments, using UWB as an auxiliary technology connected to the upper flight propulsion module 1 via an external sensor interface, a high-precision near-field positioning effect can be achieved for the multi-purpose electric aircraft system. The multi-purpose electric aircraft system consists of a hardware architecture comprising a GNSS main positioning module, a UWB ranging module, a time synchronization unit, and a data processing and fusion unit in the intelligent control module. The GNSS module is responsible for receiving multi-mode satellite signals and outputting position coordinates and velocity information with timestamps. The UWB module measures the distance to the terminal by deploying multiple fixed anchor points and generates corresponding ranging data and time tags. The time synchronization unit is used to provide a unified reference time to both modules simultaneously, so that data from different sources are aligned according to the same time axis in subsequent processing stages. The data processing and fusion unit is used to perform data filtering, quality assessment, and position fusion calculations. In the specific implementation process, the system first preprocesses the raw data from GNSS, including satellite visibility screening, signal quality judgment, and continuity verification based on historical trajectories. If GNSS signals are found to be obstructed, multipath reflected, or abrupt, their reliability level will be marked while recording the data. Subsequently, the system performs validity checks on the UWB ranging data, filtering out unreasonable ranging values ​​by identifying ranging abrupt changes, abnormal distances, and noise interference. Both types of data are time-aligned based on a unified time reference to ensure that the outputs of different sensors at the same time can be effectively compared. In the positioning fusion stage, the system first uses GNSS output to establish a preliminary absolute position estimate. Then, it compares the distance from the UWB anchor point to the terminal with the geometric relationship calculated from the GNSS position. When the UWB ranging information shows that there is a deviation in the coarse GNSS positioning, the system calculates the correction amount for the coarse positioning based on the positional relationship of multiple anchor points. The preliminary coordinates are then finely adjusted by introducing this correction amount. To improve the stability of the fusion results, the system assigns different weights to GNSS and UWB data based on the real-time environment. In scenarios with clear and unobstructed GNSS signals, the system maintains a high degree of confidence in the GNSS position. When there is obstruction, reflection, or complex near-field structures, the system automatically increases the weight of UWB data, making the UWB ranging results have a dominant influence on the final positioning. After this weighted fusion process, the system can achieve centimeter- to decimeter-level positioning accuracy in most near-field environments, while maintaining the continuity and robustness of the positioning trajectory (except for embodiments using UWB as an auxiliary positioning method, the system can also...). (The scenario selects either visual navigation or LiDAR as an alternative). Visual navigation can estimate the terminal's pose changes over a short timescale by the correlation of image feature points, and use this to compensate for coarse GNSS positioning. LiDAR can construct a local map using environmental point clouds and perform relative position calibration on the GNSS output through point cloud matching. All of the above alternatives can be implemented using the same time synchronization and weighted fusion framework. Only the preprocessing logic needs to be adjusted according to the data types of different sensors, without changing the core architecture. By adopting the above structural design and fusion strategy, the multi-purpose electric aircraft system can maintain high reliability and high accuracy in near-field environments where it is difficult to obtain stable accuracy with ordinary GNSS positioning. It significantly reduces positioning offsets caused by factors such as occlusion and multipath, and ensures the accuracy and stability of the actual output position.

[0034] In this embodiment, the guiding and positioning mechanism includes a camera 6, an infrared receiver 7, a visual recognition mark 61, an infrared beacon 71, and a laser rangefinder 8. The camera 6 and the infrared receiver 7 are both mounted on the drone frame 11, while the visual recognition mark 61, the infrared beacon 71, and the laser rangefinder 8 are all mounted on the cabin 21. The camera 6 is used to identify the visual recognition mark 61 and calculate the orientation of the corresponding lower functional cabin module 2. The infrared receiver 7 is used to detect the infrared beacon 71 and identify the corresponding lower functional cabin module 2. The laser rangefinder 8 is used to provide the vertical distance or near-distance height difference between the drone frame 11 and the cabin 21. The guiding and positioning mechanism also includes multiple guide posts 25 and multiple guide sleeves 13. The guide posts 25 are evenly distributed around the top periphery of the cabin 21, and the guide sleeves 13 are distributed around the bottom periphery of the drone frame 11. The guide sleeves 13 are adapted to the guide posts 25. The guide posts 25 are involute tapered posts, and the guide sleeves 13 are coated with lubricant.

[0035] Specifically, the guidance and positioning mechanism is designed as a four-stage collaborative working mechanism of "coarse alignment - fine alignment - soft capture - confirmation and locking". Combining the complementary advantages of physical guidance components and non-contact positioning assistance systems, a complete technical solution is formed. Structurally, the physical guidance device consists of several tapered guide posts 25 and corresponding guide sleeves 13. The tapered guide posts 25 are installed on the docking surface of the cabin 21, and the guide sleeves 13 are set at the bottom docking perimeter of the UAV frame 11. The guide posts 25 adopt an involute cone angle and a rounded R-angle transition to guide the upper module to generate a small radial movement in the initial contact stage and gradually eliminate horizontal deviation. The guide sleeves 13 are equipped with low-friction bushings or slides with self-lubricating materials to reduce contact loss and allow the guide posts 25 to undergo a small relative slippage in the final engagement stage, thereby achieving passive correction of mechanical position (the size, cone angle and material selection of the guide posts 25 and guide sleeves 13 should be calibrated according to the docking load requirements and the ambient temperature expansion characteristics to ensure reliable meshing within the design tolerance range). The non-contact positioning assistance system includes, but is not limited to, visual recognition markers 61, infrared beacons 71, and laser rangefinders 8. The visual recognition markers 61 (e.g., dedicated two-dimensional bar markers or April Tags) are placed in a prominent position on the top of the cabin 21, and their size, contrast, and field of view position are calibrated during the design phase to ensure that they can be reliably identified by the camera 6 of the upper flight propulsion module 1 under common lighting conditions. The marker pose information collected by the camera 6 is used to provide relative translation and yaw angle estimation of the target. The infrared beacons 71 are used to compensate for the unreliability of vision in low light or nighttime environments. The infrared receiver 7 detects the signals of infrared beacons (infrared beacons 71) with different codes on multiple different cabins 21 to quickly determine the rough orientation. The laser rangefinders 8 are used to provide millimeter-level vertical distance and close-range altitude difference measurements to determine the approach distance of the upper flight propulsion module 1 during the final descent phase and trigger soft capture actions.

[0036] In operation, during the long-range phase, the upper flight propulsion module 1 uses GNSS / inertial navigation and the positioning markers of the ground switching station to complete coarse navigation and reach the target platform. Then, in the near-field phase, camera 6 and infrared receiver 7 continuously scan and identify the visual identification marker 61 or infrared beacon 71 of the lower functional module 2. The flight control system uses the relative position and orientation information provided by the visual / infrared (visual identification marker 61 / infrared beacon 71) as a reference to refine the lateral and longitudinal trajectory, allowing the upper flight propulsion module 1 to slowly approach the target within the calibrated descent corridor. Control during this phase employs a closed-loop control strategy based on position error and speed limits: when the confidence level of the upper flight propulsion module 1 on the visual identification marker 61 or infrared beacon 71 is high, the intelligent control module smoothly adjusts the position of the upper flight propulsion module 1 with a small speed gain; when the confidence level is low or the measurement is intermittent, the intelligent control module controls the multi-rotor propulsion module 12 of the upper flight propulsion module 1 to automatically reduce the position correction amplitude and return to the target. The system switches to inertial navigation or UWB-assisted results to avoid unstable actions caused by feedback jitter. When the upper flight power module 1 approaches the preset critical altitude zone detected by the laser rangefinder 8, it enters the fine alignment and soft capture stage. In this stage, the high-resolution altitude information provided by the laser rangefinder 8 and the lateral deviation information provided by the vision system are the main factors. The intelligent control module controls the multi-rotor power module 12 of the upper flight power module 1 to reduce the descent rate to a minimum, while performing a slight lateral correction to align with the guide post 25. (If there is still a small angle error, the guide post 25 and the guide sleeve 13 will achieve passive mechanical self-correction through their tapered geometry and the sliding track of the guide sleeve 13 when they finally make contact. Controlled sliding and rotation will occur in the guide post 25 and the guide sleeve 13 to align the two modules along the expected docking center.) In order to avoid rigid impact, the guide sleeve 13 can be designed as a buffer structure with an elastic compression ring or a small amount of spring to absorb relative velocity and disperse impact energy at the moment of contact, protecting the electrical connector and the airframe structure. After soft capture is completed and the guide achieves initial engagement between the upper flight power module 1 and the lower functional cabin module 2, the system enters the lock confirmation phase. In the intelligent control module of the upper flight power module 1, multiple sensors in parallel verify the docking status, including: the vision system checks whether the relative position of the markers reaches the preset threshold, the laser range sensor 8 confirms that the height difference is within the allowable range, the strain sensor or contact sensor in the upper flight power module 1 detects that the load distribution of the guide is uniform, and the pin alignment indicator or contact circuit of the electrical female connector 4 and the electrical male connector 5 confirms that the electrical connection is successful. Only when all of the above conditions are met will the flight controller issue the closing command of the mechanical locking mechanism 3 and connect the electrical connection. If any detection item is abnormal (e.g., visual marker occlusion, sudden ranging change, or uneven contact load), the flight controller will abort the lock command, retreat to the safe hovering altitude, and readjust or execute the preset fault tolerance program. To further improve the system's robustness and adaptability, the guidance and positioning mechanism incorporates a sensor fusion and confidence assessment mechanism. The data processing unit in the intelligent control module continuously performs time alignment and quality assessment on data from different sensors such as vision, infrared, and laser. It calculates the confidence level of each data stream based on noise level, loss rate, and historical stability. The fusion algorithm does not rely on a single sensor for judgment but outputs the final relative pose estimate using a confidence-weighted method. Simultaneously, it monitors for sudden changes in confidence and triggers corresponding strategies (such as switching to a backup sensor, increasing the hovering tolerance zone, or enabling the manual intervention interface). Furthermore, to address geometric errors caused by temperature changes, structural thermal expansion, or long-term wear, the guide post 25 and guide sleeve 13 can be designed with replaceable bushings and adjustable positioning blocks. During ground maintenance, alignment compensation can be achieved by fine-tuning the bushings and positioning blocks. (During use, the materials and surface treatments of the guide components undergo anti-corrosion and wear-resistant treatments to adapt to the long-term outdoor environment.) To prevent jamming or obstruction under extreme operating conditions, the guide sleeve 13 is equipped with a drain hole and drainage channel, and anti-accidental contact structures are set at key moving surfaces to prevent impurities from entering and causing malfunctions. In terms of safety strategy, the guidance and positioning mechanism and the multi-purpose electric aircraft system work together to realize multi-level fault tolerance and emergency response measures (if a power abnormality, electrical short circuit or mechanical jamming occurs during docking, the multi-purpose electric aircraft system will prioritize aborting the lock and controlling the upper flight power module 1 to safely retract, while triggering the alarm and braking mechanism of the ground cabin station to fix the position of the lower functional cabin module 2 to ensure the safety of personnel and equipment). To ensure the traceability of the docking process, the system enables the intelligent control module to record the sensor time sequence, control commands and final judgment results in each docking action, which is convenient for subsequent fault analysis and optimization. In summary, by combining the passive mechanical correction capability guided by physics with the high precision and real-time feedback capability of non-contact positioning sensors, and by adopting a control logic of phased alignment and multi-sensor confidence fusion, high-precision, robust and safe automatic docking of the upper flight power module 1 and the lower functional cabin module 2 under various working conditions has been achieved. The above-mentioned structural details, control processes and fault-tolerant measures can all be directly manufactured and implemented by those skilled in the art based on the disclosed content.

[0037] In this embodiment, the compartment 21 is divided into a placement cavity 22 by a partition. The partition is used to separate the placement cavity 22 from the main battery 23. The placement cavity 22 is provided with a fixing strap 24.

[0038] The placement cavity 22 of the cabin 21 can hold different types of cabins according to the application scenario, such as, but not limited to, cargo cabins, medical rescue cabins, fire extinguishing cabins, agricultural and forestry spraying cabins, infrastructure inspection cabins, etc., and can be quickly and stably fixed or disassembled via the fixing strap 24, so as to flexibly select according to the mission requirements.

[0039] In this embodiment, the mechanical locking mechanism 3 is any one of an electrically controlled locking hook structure, an electromagnetic lock structure, and a hydraulic locking structure.

[0040] Specifically, when the mechanical locking mechanism 3 uses a high-speed electrically controlled locking hook as the locking mechanism, the mechanism includes a locking hook body, a drive motor, a micro reduction mechanism, a position detection unit, and a limiting structure. The locking hook is usually made of high-strength metal material and is installed inside the cabin 21 via a rotating shaft. It can rotate rapidly around the axis to achieve locking and unlocking. After receiving the control signal, the drive motor drives the reduction mechanism at a high speed to output stable torque, thereby driving the locking hook to rotate rapidly to a specified angle and fix the hook ring at the bottom of the UAV frame 11. At this time, the position detection unit is used to detect the current angle of the locking hook to ensure that the locking hook remains stationary after reaching the locked position. The working principle of this high-speed electrically controlled locking hook is: the motor outputs rotational force, which is transmitted to the locking hook after reduction, so that the locking hook completes the engagement action in a high-speed response. The mechanical locking is achieved through the limiting structure. This solution has a fast response speed and a clear locking action, and is suitable for scenarios that require rapid locking. When the mechanical locking mechanism 3 uses an electromagnetic lock as the locking mechanism, the mechanism includes an electromagnetic coil, an iron core, a movable locking pin, a return spring, and a guide sleeve. The electromagnetic coil is wrapped around the outside of the iron core. When energized, it generates a magnetic field and attracts the movable locking pin to move towards the iron core, thereby inserting the locking pin into the hook at the bottom of the UAV frame 11 to form a locked state. When the coil is de-energized, the magnetic force disappears, and the return spring pushes the locking pin back to its original position to unlock (the working principle of the electromagnetic lock is based on the characteristic that the electromagnetic attraction changes with the current switching on and off. The locking and releasing actions are completed by controlling whether the coil is energized). This structure does not require rotating parts and has the characteristics of simple structure, high reliability, and low noise. It is suitable for equipment with frequent operation or requiring low friction locking. When the mechanical locking mechanism 3 uses a hydraulic locking device as the locking mechanism, the mechanism includes a hydraulic cylinder, a hydraulic pump or an external hydraulic source, a piston rod, a locking claw assembly, and a pressure holding valve. The hydraulic locking device controls the pressure inside the hydraulic cylinder to make the piston rod extend and retract in a straight line. When the piston rod extends, it pushes the locking claw into the hook ring at the bottom of the UAV frame 11. The pressure holding valve maintains a stable pressure inside the hydraulic cylinder, so that the locking state can be maintained even without continuous energy input. Its working principle relies on the characteristic of "amplifying force through liquid pressure and keeping the pressure from leaking" in hydraulic transmission. By applying pressure to the hydraulic cylinder, a rigid lock is formed. When the lock is released, the pressure is released, the hydraulic cylinder retracts, and the locking claw retracts. This structure can provide a large locking force and is suitable for heavy-duty scenarios or equipment that needs to maintain a long-term locking state. The above three methods can be selected according to usage requirements, and can reliably lock the drone frame 11 and the cabin 21.

[0041] Based on the aforementioned multi-purpose electric aircraft system with replaceable functional cabins, this invention provides an operation method for such a system, as follows: Figure 4 As shown in the figure, a, b, and c are all lower functional cabin modules 2. The upper flight propulsion module 1 can be connected to b or c after detaching from a. The operation method of the electric flight vehicle system includes the following steps: After the upper flight power module 1 and the lower functional cabin module 2 are fixed by the mechanical locking mechanism 3, the electrical female connector 4 and the electrical male connector 5 are connected, and the main battery 23 in the lower functional cabin module 2 is powered to perform the first task; After the first mission is completed, the upper flight power module 1 flies to the cabin changing station; When the intelligent control module in the upper flight power module 1 receives a cabin change command or detects that the main battery 23 of the connected lower functional cabin module 2 is below a preset threshold, it controls the multi-rotor power module 12 to rise, causing the electrical female connector 4 to disconnect from the electrical male connector 5, and switches to the auxiliary battery 14 to supply power to the multi-rotor power module 12 and the intelligent control module until the other lower functional cabin module 2 is replaced, at which point the main battery 23 on the other lower functional cabin module 2 supplies power to perform the second task; When the intelligent control module in the upper flight propulsion module 1 detects that the main battery 23 of the connected lower functional cabin module 2 has a charge level not lower than a preset threshold, the upper flight propulsion module 1 will not replace the lower functional cabin module 2 and will continue to perform the second task. The method for replacing the upper flight propulsion module 1 with another lower functional cabin module 2 is as follows: Camera 6 identifies visual recognition mark 61 and transmits data signals to the intelligent control module in the upper flight power module 1; Infrared receiver 7 receives the signal emitted by infrared beacon 71 on another lower functional cabin module 2 and transmits it to the intelligent control module; The intelligent control module receives and processes signals, and controls the multi-rotor power module 12 to move the upper flight power module 1 to the airspace above another lower functional cabin module 2, and approach the monitoring range of the laser range sensor 8, so that it provides distance measurement information to the intelligent control module, and completes the docking with the assistance of the guide column 25 and the guide sleeve 13.

[0042] It should be noted that during the soft capture phase, when the upper flight propulsion module 1 approaches the lower functional cabin module 2, it is necessary to determine whether the alignment of the phase guide and positioning mechanisms meets the locking conditions of the mechanical locking mechanism 3. For this purpose, the following thresholds are preset: Lateral deviation threshold: The horizontal deviation of the guide sleeve 13 of the upper flight power module 1 relative to the center of the guide column 25 of the lower functional cabin module 2 shall not exceed ±2mm; Altitude difference threshold: The vertical distance difference between the upper flight power module 1 and the lower functional cabin module 2, detected by the laser rangefinder 8, shall not exceed ±1mm during soft capture; Angle error threshold: The angle error in the pitch and yaw directions shall not exceed ±0.5°; Contact load threshold: When the contact force between the guide post 25 and the guide sleeve 13 is evenly distributed, the local load shall not exceed 50N to avoid excessive local stress that may cause jamming or deformation. Sensor confidence threshold: The confidence level of visual recognition mark 61, infrared beacon 71, or laser rangefinder sensor 8 must be greater than 90% to allow locking action; otherwise, return to adjustment or use a backup sensor for correction. These thresholds were obtained through experimental measurement and simulation calibration, under the premise of ensuring mechanical safety, guide component life and docking accuracy. They are technical parameters that can be directly implemented. Those skilled in the art can make fine adjustments within ±10% according to the actual module size and environmental factors without changing the overall scheme.

[0043] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A multi-purpose electric aircraft system based on replaceable functional cabins, characterized in that, It includes an upper flight propulsion module and at least one lower functional cabin module; The upper flight power module includes an auxiliary battery, a drone frame, and a multi-rotor power module and an intelligent control module mounted on the drone frame. The auxiliary battery is used to power the multi-rotor power module and the intelligent control module. The drone frame is equipped with an electrical female connector. The lower functional cabin module includes a cabin and a main battery. The cabin is equipped with an electrical male connector that is compatible with the electrical female connector. The electrical female connector and the electrical male connector are connected for the main battery to supply power to the multi-rotor power module and the intelligent control module. The cabin is equipped with a mechanical locking mechanism and a guiding and positioning mechanism. The mechanical locking mechanism is used to detachably connect with the UAV frame, and the guiding and positioning mechanism is used to guide the UAV frame.

2. The multi-purpose electric aircraft system based on replaceable functional cabins according to claim 1, characterized in that: The guidance and positioning mechanism includes an identification unit, which includes a camera, an infrared receiver, a visual identification mark, and an infrared beacon. The camera and infrared receiver are both mounted on the UAV frame, and the visual identification mark and infrared beacon are both mounted on the cabin. The camera is used to identify the visual identification mark to calculate the orientation of the corresponding lower functional cabin module, and the infrared receiver is used to detect the infrared beacon to identify the corresponding lower functional cabin module.

3. A multi-purpose electric aircraft system based on a replaceable functional cabin according to claim 1, characterized in that: The guiding and positioning mechanism also includes a ranging unit, which includes a laser ranging sensor mounted on the cabin. The laser ranging sensor is used to provide the vertical distance or near-distance height difference between the UAV frame and the cabin.

4. A multi-purpose electric aircraft system based on a replaceable functional cabin according to claim 1, characterized in that: The guiding and positioning mechanism also includes multiple guide posts and multiple guide sleeves. The guide posts are evenly distributed around the top periphery of the cabin, and the guide sleeves are distributed around the bottom periphery of the UAV frame. The guide sleeves are adapted to the guide posts.

5. A multi-purpose electric aircraft system based on a replaceable functional cabin according to claim 1, characterized in that: The cabin is divided into a placement cavity by a partition, which separates the placement cavity from the main battery. The placement cavity is equipped with a fixing strap.

6. A multi-purpose electric aircraft system based on a replaceable functional cabin according to claim 1, characterized in that: The mechanical locking mechanism is any one of an electrically controlled locking hook structure, an electromagnetic lock structure, and a hydraulic locking structure.

7. A method for operating a multi-purpose electric aircraft system based on a replaceable functional cabin according to any one of claims 1-6, characterized in that, The operation method of the electric aircraft system includes the following steps: After the upper flight power module and the lower functional cabin module are fixed by a mechanical locking mechanism, the electrical female connector and the electrical male connector are connected, and the main battery in the lower functional cabin module provides power to perform the first task. After the first mission is completed, the upper flight propulsion module flies to the cabin changing station; When the intelligent control module in the upper flight power module receives a cabin replacement command or detects that the main battery power of the connected lower functional cabin module is lower than a preset threshold, the intelligent control module controls the mechanical locking mechanism to disconnect. The upper flight power module is then powered by the auxiliary battery until another lower functional cabin module is replaced, at which point the main battery on the other lower functional cabin module powers the second task. When the intelligent control module in the upper flight propulsion module detects that the main battery power of the connected lower functional cabin module is not lower than a preset threshold, the upper flight propulsion module will not replace the lower functional cabin module and will continue to perform the second task.

8. The multi-purpose electric aircraft system and operation method based on replaceable functional cabins according to claim 1, characterized in that: When the intelligent control module receives a cabin-changing command or detects that the main battery power is below a preset threshold, it controls the multi-rotor power module to rise, causing the electrical female connector to disconnect from the electrical male connector, and switches to the auxiliary battery supplying power to the multi-rotor power module and the intelligent control module.

9. A multi-purpose electric aircraft system and operation method based on replaceable functional cabins according to claim 1, characterized in that: The method for replacing the upper flight propulsion module with another lower functional cabin module is as follows: The camera identifies the visual recognition target and transmits the data signal to the intelligent control module in the upper flight power module; The infrared receiver receives the signal emitted by the infrared beacon on another lower functional cabin module and transmits it to the intelligent control module; The intelligent control module receives and processes signals, and controls the multi-rotor power module to move the upper flight power module to the airspace above another lower functional cabin module, and approach the monitoring range of the laser rangefinder sensor, so that it provides distance measurement information to the intelligent control module, and completes the docking with the assistance of the guide column and guide sleeve.

10. A multi-purpose electric aircraft system and operation method based on replaceable functional cabins according to claim 1, characterized in that: The guide post is an involute tapered post, and the inside of the guide sleeve is coated with lubricant.

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