High-reliability adaptive aircraft emergency life-saving system

Abstract

The application discloses a high-reliability self-adaptive aircraft emergency lifesaving system. The system adopts a main body integrated framework, self-adaptive sensing, multi-redundancy control, multi-stage execution lifesaving, independent energy and buffer protection unit collaborative architecture. Through the multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm, the real-time noise reduction and accurate identification of the emergency state are realized, and the out-of-control, collision and other scenes can be effectively distinguished; relying on the height-pose-velocity linkage staged lifesaving self-adaptive decision algorithm, the dynamic matching adaptive lifesaving strategy is adapted. In the extreme attitude, the attitude is corrected by the millisecond action of the air bag, and then the deceleration parachute and the main parachute are released in stages, and the buffer legs and the honeycomb structure are cooperatively energy-absorbed at the moment of landing. The application has double-redundancy control, independent power supply and "gunpowder + electromagnetic" double-unlocking execution mechanism, can get rid of the dependence on the main flight control system, significantly reduces the landing impact, and effectively improves the lifesaving success rate under low altitude and extreme attitude.

Description

Technical Field

[0001] This invention belongs to the field of aircraft safety and rescue technology, and particularly relates to the field of safety and rescue technology for low-altitude aircraft, civil drones, and light manned aircraft in emergency situations such as loss of control, malfunction, and collision. In particular, it is a highly reliable adaptive aircraft emergency rescue system applicable to general aviation aircraft such as multi-rotor, fixed-wing, and vertical take-off and landing aircraft. Background Technology

[0002] With the rapid popularization of low-altitude aircraft, civilian drones, and light manned aircraft, accidents such as loss of control in the air, power failure, attitude instability, and low-altitude collisions occur frequently. Traditional emergency rescue devices generally suffer from poor low-altitude adaptability, low attitude fault tolerance, lack of independent redundancy mechanisms, and fixed triggering strategies, making it difficult to achieve reliable rescue under all altitude and attitude conditions. This has become a core technological bottleneck restricting the development of low-altitude safety.

[0003] A search of domestic and international literature revealed that patent CN106882394B discloses an "Adaptive Adjustment of Ejection Angle for Multi-rotor UAV Emergency Parachute Landing Device and Method," aiming to solve the problem of parachutes failing to deploy vertically upwards and opening failures when UAVs are in a highly tilted attitude, thereby improving the success rate of parachute deployment in tilted states. Its components include: a parachute compartment, an ejection spring, a locking bolt, an unlocking servo, a microcontroller, an inertial measurement unit, and a spring-supported rotation mechanism; the attitude detection drives the rotation mechanism to adjust the ejection angle, achieving vertical parachute deployment in a tilted attitude. This technology improves the conditions for parachute deployment at large tilt angles to some extent, reduces the risk of parachute line entanglement, and enhances the reliability of parachute deployment in specific attitudes. However, this existing technology still has insurmountable technical difficulties and inherent defects, failing to meet the requirements of high reliability and all-scenario adaptive rescue, specifically manifested in the following ways:

[0004] The system only performs adaptive adjustment based on the ejection angle and does not classify and match rescue strategies according to altitude, speed, and fault type. The probability of parachute failure in low-altitude and zero-altitude scenarios remains relatively high.

[0005] Lacking an independent redundant control and independent power supply system, and relying on the drone's main control unit, the life-saving system will be paralyzed when the flight control system loses power or crashes.

[0006] Without attitude correction airbags and multi-level buffer mechanisms, it cannot quickly correct its course in extreme postures such as upside down or rollover, resulting in a large impact upon landing and a high risk of secondary damage.

[0007] Using a single-stage parachute with a fixed deployment sequence makes it difficult to balance the needs for rapid response and smooth deceleration, resulting in insufficient low-altitude response and excessive high-altitude deceleration.

[0008] It adopts a non-standardized modular architecture, and the installation and commissioning process is complex, making it difficult to be compatible with multiple types of aircraft platforms such as multi-rotor, fixed-wing, and vertical take-off and landing.

[0009] The aforementioned deficiencies together constitute the technical challenge of reliable low-altitude all-attitude rescue, and existing solutions cannot simultaneously achieve breakthroughs in independent power supply, redundant control, multi-level execution, and full-domain adaptation. Summary of the Invention

[0010] The purpose of this invention is to address the defects or deficiencies of the existing technology by proposing a highly reliable adaptive aircraft emergency rescue system.

[0011] The technical solution for achieving the objective of this invention is: a highly reliable adaptive aircraft emergency rescue system, which includes:

[0012] A main integrated frame for connection with the aircraft, the main integrated frame providing an attitude reference plane;

[0013] An adaptive sensing unit, fixed on the main integrated frame, is used to collect multi-source flight operation status data of the aircraft in real time, determine emergency status based on the flight status data, and output an emergency trigger signal.

[0014] A multi-redundant control unit, fixed on the main integrated frame, is communicatively connected to the adaptive sensing unit and is used to receive emergency trigger signals and generate hierarchical execution instructions.

[0015] A multi-level execution rescue unit, connected to the multi-redundant control unit, is used to receive and respond to the graded execution instructions to perform graded rescue actions;

[0016] An independent power unit, fixed to the main integrated frame, is used to provide operating power to the adaptive sensing unit, the multi-redundant control unit, and the multi-level execution life-saving unit; and

[0017] The buffer protection unit is fixed to the bottom of the main integrated frame and is used to reduce the impact load of the aircraft upon landing.

[0018] Furthermore, the aforementioned main integration framework includes:

[0019] The integrated molded substrate is made of lightweight and high-strength material, and its upper surface has the attitude reference surface. The adaptive sensing unit and the multi-redundant control unit are installed on the attitude reference surface to ensure that the detection direction is consistent with the execution direction.

[0020] The shock-absorbing base set at the bottom of the integrated molded substrate is used to absorb high-frequency vibration interference within a specific frequency range and protect the working accuracy of the internal units.

[0021] Standardized quick-release interfaces are located on both sides of the integrated molded base, and a snap-fit ​​and elastic positioning pin structure enables quick adaptation and connection with the aircraft.

[0022] Furthermore, the adaptive sensing unit includes:

[0023] The sensing component is used to collect flight status data of the aircraft in real time, including at least three combinations of data from multiple channels of data such as the aircraft's altitude, speed, attitude angle, tilt rate, collision signal, and loss of contact status.

[0024] The data processing module, connected to the sensing component, is used to run a multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm to realize emergency state decision based on the flight state data.

[0025] The data processing module performs data noise reduction, temperature drift suppression, and decision-level fusion on the combined data, and sends an emergency trigger signal to the multi-redundant control unit when the preset emergency state threshold is met.

[0026] Furthermore, the multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm specifically includes:

[0027] Step 1: Simultaneously collect multiple channels of raw flight status data at a set sampling rate;

[0028] Step 2: Perform sliding window filtering on each stream of raw data to remove random spike noise;

[0029] Step 3: Construct an adaptive Kalman filter model to estimate the aircraft's attitude angle, tilt rate, altitude change rate, and synthetic acceleration in real time, and adjust the noise matrix online to suppress sensor temperature drift and vibration drift;

[0030] Step 4: Extract and normalize the state feature quantities, and set up a dual threshold system consisting of a warning threshold and a trigger threshold; the state feature quantities include at least the aircraft's attitude tilt rate, altitude descent rate, composite acceleration, and communication interruption duration;

[0031] Step 5: Perform time consistency verification. When the first preset number of consecutive frames meets the warning threshold, enter the warning state. When the second preset number of consecutive frames meets the trigger threshold, determine it as an emergency state and output a valid emergency trigger signal.

[0032] Furthermore, the multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm also includes:

[0033] Step 6: Monitor the residual of each data stream in real time. If the residual of a single data stream is greater than the preset confidence interval threshold, the sensor data of that stream will be automatically blocked and replaced with the fusion results of the other sensors.

[0034] Furthermore, the multi-redundant control unit adopts a primary / backup dual-redundant control architecture, including:

[0035] The main controller is used to lead the conventional control logic and monitor the system status;

[0036] The backup controller is synchronized with the main controller in real time and is in a hot backup state.

[0037] The self-test module is used to cyclically monitor the working status of each execution unit in the multi-redundant control unit and the multi-level execution life-saving unit.

[0038] The main controller and the backup controller have the same hardware configuration and are powered and operated independently. When the self-test module detects a fault in the main controller, it controls the backup controller to seamlessly take over control.

[0039] Furthermore, the multi-redundant control unit also includes:

[0040] The manual trigger interface is used to connect an external emergency trigger button and features a mechanical self-locking design.

[0041] An automatic trigger interface is used to receive emergency trigger signals from the adaptive sensing unit via a bus;

[0042] The remote trigger interface integrates a communication module to receive trigger commands from remote ground stations or the cloud.

[0043] Furthermore, the multi-level execution rescue unit includes multiple execution components deployed in a hierarchical manner:

[0044] The primary execution component, comprising multiple rapid attitude correction airbags, is mounted around the main integrated frame to correct the aircraft's attitude by generating lateral thrust.

[0045] The secondary actuation component, an adaptive deceleration parachute, is installed on the top of the main integrated frame and is used to provide air resistance for initial deceleration in a first preset height range.

[0046] The third-level actuator, serving as the main buffer parachute, is mounted on top of the main integrated frame and is used to provide high-load air resistance in the second preset altitude range to achieve smooth deceleration.

[0047] Furthermore, the first-level execution component, the second-level execution component, and the third-level execution component are all equipped with a dual unlocking mechanism. The dual unlocking mechanism includes an electromagnetic drive device and a gunpowder drive device. The electromagnetic drive device serves as the main drive mode, and the gunpowder drive device serves as the backup drive mode. The two are independently controlled without affecting each other.

[0048] Furthermore, the multi-redundant control unit uses an altitude-attitude-velocity linked hierarchical rescue adaptive decision-making algorithm to dynamically match rescue strategies based on the current real-time flight status, generating hierarchical execution instructions containing execution timing interlocks; the specific process of the altitude-attitude-velocity linked hierarchical rescue adaptive decision-making algorithm includes:

[0049] Step 1: Receive the fused state quantities output by the adaptive sensing unit, which include height, velocity, attitude angle and tilt rate;

[0050] Step 2: Divide the altitude into three decision zones: high altitude, mid-low altitude, and low altitude. Based on the attitude angle and tilt rate, classify the attitude hazard level into safe state, dangerous state, and overturning state.

[0051] Step 3, Dynamically Matching Rescue Strategies: If the vehicle is in an overturned or dangerous state, the first-level execution component is forcibly activated to perform attitude correction; after attitude correction is completed, the second-level and / or third-level execution components are dynamically matched and activated sequentially according to the height decision range; if a collision signal is triggered, the first-level, second-level, and third-level execution components are controlled to execute synchronously and rapidly.

[0052] Furthermore, during the operation of the height-attitude-speed linked graded rescue adaptive decision-making algorithm, timing interlock control is implemented: the status signal fed back by the previous level execution component is monitored, and the next level action can only be allowed to start after the previous level has completed execution and fed back the feedback.

[0053] Furthermore, during the operation of the height-attitude-velocity linked graded rescue adaptive decision-making algorithm, an exception retry and drive switching mechanism is also implemented:

[0054] If no feedback signal from the corresponding execution component is received within a preset time, the hierarchical execution command is resent at fixed intervals; if the preset number of retries is still ineffective, the multi-level execution rescue unit is automatically controlled to switch from the main drive mode to the backup drive mode.

[0055] Furthermore, the independent energy unit adopts a hybrid energy storage architecture, including:

[0056] High-rate energy storage battery packs are used to provide continuous power.

[0057] A supercapacitor assembly, connected in parallel with the high-rate energy storage battery pack, is used to provide a large instantaneous current to drive the multi-stage life-saving unit;

[0058] Voltage monitoring chip, used to monitor the main power status of the aircraft in real time;

[0059] The independent energy unit is equipped with a main power supply interface and an emergency power supply interface;

[0060] During normal flight, the main power supply interface is used to charge the independent energy unit by introducing the main power supply of the aircraft. When the voltage monitoring chip detects that the main power supply of the aircraft is cut off or the voltage is lower than the preset value, the independent energy unit switches to emergency power supply mode through the emergency power supply interface, and is powered by the high-rate energy storage battery pack and the supercapacitor assembly in parallel.

[0061] Furthermore, the buffer protection unit includes:

[0062] A honeycomb buffer structure is fixed to the center of the bottom of the main integrated frame to absorb the impact energy of the aircraft upon landing.

[0063] Multiple sets of retractable buffer legs are symmetrically connected to the bottom outer side of the main integrated frame via hinges, and shock absorbers are integrated inside the buffer legs. Pressure sensors that communicate with the multi-redundant control unit are provided at the bottom of the buffer legs.

[0064] Specifically, when the aircraft's altitude is lower than the preset landing altitude, the multi-redundant control unit controls the buffer legs to extend from the retracted state to the working state; at the moment of landing, the pressure sensor triggers the honeycomb buffer structure and the shock absorber to work together to absorb energy.

[0065] Compared with the prior art, the significant advantages of this invention are:

[0066] (1) The control unit adopts a dual-redundancy design of "main controller + backup controller" (STM32H7 series). The two are independently powered, independently operated and synchronized in real time. When the main controller fails, the backup controller can seamlessly take over, eliminating the risk of single point of failure. It is also equipped with an independent energy unit. When the main power of the aircraft fails (such as flight control crash or power failure), it can automatically switch to an independent power supply system composed of "lithium battery + supercapacitor" within milliseconds to ensure the energy consumption of the entire rescue process (≥10 seconds). In addition, the parachute openers of the first-stage airbag, the second-stage deceleration parachute and the third-stage main parachute are all equipped with a dual unlocking structure of "electromagnetic drive (main) + gunpowder drive (backup)". The two drive methods are independently controlled and do not affect each other, which greatly improves the success rate of execution.

[0067] (2) Through the “altitude-attitude-velocity linkage graded rescue adaptive decision-making algorithm”, the system no longer uses the traditional fixed parachute opening sequence. It can match the rescue strategy in real time and dynamically according to the different decision ranges (high altitude / low-middle altitude / low altitude) and attitude hazard level (safe / dangerous / overturning) of the aircraft, effectively solving the industry problems of easy parachute failure and easy parachute rope entanglement when the aircraft is at low altitude or in abnormal attitude.

[0068] (3) The sensing unit adopts the "multi-source heterogeneous sensor anti-disturbance fusion emergency state decision algorithm", which can effectively suppress vibration, gusts and sensor temperature drift during flight. This makes the emergency state recognition accuracy reach 95%, the false trigger rate reduced by more than 90%, and the decision response time ≤50ms. In addition, under extreme attitudes (such as rollover or inverted position), the first-level attitude correction airbag can be rapidly deployed within milliseconds (inflation time ≤20ms), using lateral thrust to forcibly correct the aircraft to an approximately horizontal state before the parachute opens.

[0069] (4) Multi-stage smooth deceleration is achieved through a combination of a two-stage deceleration parachute and a three-stage main parachute, balancing rapid response with smooth deceleration and avoiding excessive deceleration at high altitudes or insufficient response at low altitudes. Simultaneously, the retractable buffer outriggers automatically extend as the aircraft approaches the ground. Upon landing, the spring shock absorbers within the outriggers and the honeycomb buffer structure at the bottom work together to compress and absorb energy, reducing the impact load by more than 80% (impact acceleration from ≥20g to ≤5g, and occupant overload <3g when carrying passengers), maximizing the protection of the aircraft fuselage, payload, and personnel.

[0070] (5) The overall structure is made of lightweight aerospace-grade material in one piece, which does not affect the original endurance of the aircraft. At the same time, it adopts a standardized snap-on quick-release interface, which makes installation and disassembly extremely convenient and can be quickly adapted to and compatible with various general aviation aircraft and civil unmanned aerial vehicle platforms such as multi-rotor, fixed-wing, and vertical take-off and landing (VTOL).

[0071] (6) The system supports three triggering modes: "automatic, manual, and remote," comprehensively covering emergency needs in all scenarios, including loss of control, instability, power outage, and collision. Throughout the entire emergency rescue process, the control unit records various key status data (triggering, parachute opening, landing impact, etc.) in real time. This data can be simultaneously uploaded to the ground station via a wireless module and stored in a large-capacity local Flash memory, providing complete data support for subsequent accident and fault analysis.

[0072] The present invention will now be described in further detail with reference to the accompanying drawings. Attached Figure Description

[0073] Figure 1 This is a schematic diagram of the structure of a high-reliability adaptive aircraft emergency rescue system mounted on an aircraft in one embodiment, wherein... Figure 1 (a) in the figure is a 3D diagram. Figure 1 (b) is the top view.

[0074] Figure 2 This is a schematic diagram of the control architecture of a high-reliability adaptive aircraft emergency rescue system in one embodiment.

[0075] Figure 3This is a flowchart illustrating the emergency rescue workflow of a high-reliability adaptive aircraft emergency rescue system in one embodiment.

[0076] Reference numerals: 1-Main integrated frame; 2-Adaptive deceleration parachute / main buffer parachute; 3-First attitude correction airbag; 4-Second attitude correction airbag; 5-Third attitude correction airbag; 6-Fourth attitude correction airbag; 7, 8-Buffer protection unit. Detailed Implementation

[0077] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0078] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0079] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0080] In one embodiment, a highly reliable adaptive aircraft emergency rescue system is provided, combined with Figure 2 The system includes:

[0081] A main integrated frame for connection with the aircraft, the main integrated frame providing an attitude reference plane;

[0082] An adaptive sensing unit, fixed on the main integrated frame, is used to collect multi-source flight operation status data of the aircraft in real time, determine emergency status based on the flight status data, and output an emergency trigger signal.

[0083] A multi-redundant control unit, fixed on the main integrated frame, is communicatively connected to the adaptive sensing unit and is used to receive emergency trigger signals and generate hierarchical execution instructions.

[0084] A multi-level execution rescue unit, connected to the multi-redundant control unit, is used to receive and respond to the graded execution instructions to perform graded rescue actions;

[0085] An independent power unit, fixed to the main integrated frame, is used to provide operating power to the adaptive sensing unit, the multi-redundant control unit, and the multi-level execution life-saving unit; and

[0086] The buffer protection unit is fixed to the bottom of the main integrated frame and is used to reduce the impact load of the aircraft upon landing.

[0087] Furthermore, in one embodiment, the system further includes:

[0088] The data recording and remote upload unit is used to record key status data (triggering, parachute opening, landing impact, etc.) during the system's operation in real time. The data is then synchronously uploaded to the ground station via a wireless module and stored locally in a large-capacity Flash memory (≥8GB) for subsequent fault analysis.

[0089] Furthermore, in one embodiment, the main integration framework includes:

[0090] The integrated molded substrate is made of lightweight, high-strength material, and its upper surface has the attitude reference surface. The adaptive sensing unit and the multi-redundant control unit are mounted on the attitude reference surface to ensure that the detection direction is consistent with the direction of the action. Here, the attitude reference surface is a high-precision plane (flatness ≤ 0.02 mm).

[0091] The shock-absorbing base disposed at the bottom of the integrated molded base is used to absorb high-frequency vibration interference within a specific frequency range and protect the working accuracy of the internal units; preferably, the shock-absorbing base is located between the integrated molded base and the aircraft mounting base;

[0092] Standardized quick-release interfaces are located on both sides of the integrated molded base, and a snap-fit ​​and elastic positioning pin structure enables quick adaptation and connection with the aircraft.

[0093] Here, through integrated molding and shock absorption design, a stable installation carrier and working environment are provided for each functional unit. At the same time, standardized quick-release interfaces enable rapid adaptation of modules to different aircraft, and the center-of-gravity area installation design ensures the effectiveness of aircraft attitude adjustment during emergency execution.

[0094] Preferably, in some embodiments, the integrated molding substrate adopts a composite structure of aerospace-grade lightweight high-strength alloy (7075 aluminum alloy) and carbon fiber composite material, and is processed by mold integrated molding process, which ensures structural strength (can withstand flight vibration loads of ≥5G) and controls the overall weight (≤2kg, without affecting the flight range of the aircraft).

[0095] Preferably, in some embodiments, the standardized quick-release interface adopts a standardized snap-on quick-release interface, which matches the universal mounting holes of the aircraft. The interface has a built-in elastic positioning pin to realize a two-step installation of "insertion-locking" with a disassembly time of ≤30 seconds.

[0096] Preferably, in some embodiments, the damping base includes multiple sets of elastic damping components distributed in a polygonal pattern.

[0097] Preferably, the shock-absorbing base includes three sets of rubber shock-absorbing pads (Shore hardness 50±5) arranged in a triangular pattern, and each rubber shock-absorbing pad is equipped with a metal spring buffer structure inside, which can absorb high-frequency vibration (10-1000Hz) and avoid vibration affecting the working accuracy of each unit.

[0098] Here, the main integrated frame is made of aerospace-grade lightweight high-strength alloy and carbon fiber composite material (overall weight ≤2kg), and through the standardized snap-on quick-release interface with built-in elastic positioning pins on both sides, tool-free quick-fit installation with a disassembly time of ≤30 seconds can be achieved, making the system widely compatible with multi-rotor, fixed-wing, vertical take-off and landing general aviation aircraft and civil drone platforms.

[0099] Furthermore, in one embodiment, the adaptive sensing unit includes:

[0100] The sensing component is used to collect flight status data of the aircraft in real time, including at least three combinations of multiple data from the aircraft's altitude, speed, attitude angles (roll, pitch, yaw), tilt rate, collision signal, and loss of contact status (communication interruption with the aircraft's flight control system for ≥200ms is considered a loss of contact).

[0101] The data processing module, connected to the sensing component, is used to run a multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm to realize emergency state decision based on the flight state data.

[0102] The data processing module performs data noise reduction, temperature drift suppression, and decision-level fusion on the combined data. When the preset emergency state thresholds are met (such as tilt rate > 30° / s, height drop speed > 10m / s, collision acceleration ≥ 5g), it sends an emergency trigger signal to the multi-redundant control unit.

[0103] Preferably, in some embodiments, all sensing components are integrated with the data processing module on the same PCB board via board-to-board connectors. The PCB board is fixed to the attitude reference surface of the main integrated frame by a shock-absorbing bracket. The data processing module establishes bidirectional communication with the multi-redundant control unit via a CAN bus.

[0104] Preferably, in some embodiments, the sensing component is configured as follows:

[0105] ① Multi-axis gyroscope: A MEMS six-axis gyroscope (range ±2000° / s, resolution 0.01° / s) is used to detect changes in the angular velocity of the aircraft;

[0106] ② Accelerometer: High-precision triaxial accelerometer (range ±16g, resolution 0.001g), capturing linear acceleration and impact acceleration;

[0107] ③ Altitude sensor: Barometric altimeter (measuring range -100m~10000m, accuracy ±0.5m), which acquires flight altitude in real time;

[0108] ④ Airspeed sensor: Pitot hydrostatic airspeed sensor (measurement range 0~200km / h, accuracy ±1km / h), detects flight speed;

[0109] ⑤ Collision sensor: Piezoelectric collision sensor (trigger threshold 5g, response time ≤1ms), installed around the frame to sense collision impact;

[0110] ⑥ Attitude camera: High-definition wide-angle camera (1920×1080 resolution, 30fps) to capture images of the surrounding environment and the aircraft's attitude.

[0111] Preferably, in some embodiments, the data processing module integrates a microprocessor with an ARM Cortex-M7 core and has a built-in 1MB cache.

[0112] Preferably, in some embodiments, the multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm specifically includes:

[0113] Step 1: Simultaneously acquire multiple channels of raw flight status data at a set sampling rate; for example, simultaneously acquire six channels of raw data from the gyroscope, accelerometer, barometric altitude, speed, collision signal, and flight control communication status at a sampling rate of 100Hz.

[0114] Step 2: Perform sliding window filtering on each source of raw data to remove random spike noise; for example, perform five-point sliding window filtering.

[0115] Step 3: Construct an adaptive Kalman filter model to estimate the aircraft's attitude angle, tilt rate, altitude change rate, and synthetic acceleration in real time, and adjust the noise matrix online to suppress sensor temperature drift and vibration drift;

[0116] Step 4: Extract and normalize the state feature quantities, and set up a dual threshold system consisting of a warning threshold and a trigger threshold; the state feature quantities include at least the aircraft's attitude tilt rate ω, altitude descent rate Vh, composite acceleration a, and communication interruption duration T;

[0117] Preferably, the warning threshold ω > 20° / s or Vh > 5m / s or a > 3g; the trigger threshold ω > 30° / s or Vh > 10m / s or a ≥ 5g or T ≥ 200ms;

[0118] Step 5: Perform time consistency verification. When the first preset number of consecutive frames (e.g., 3 frames) meets the warning threshold, enter the warning state. When the second preset number of consecutive frames (e.g., 2 frames) meets the trigger threshold, determine it as an emergency state and output a valid emergency trigger signal.

[0119] More preferably, in some embodiments, the multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm further includes:

[0120] Step 6: Monitor the residual of each data stream in real time. If the residual of a single data stream is greater than the preset confidence interval threshold, the sensor data of that stream will be automatically blocked and replaced with the fusion results of the other sensors.

[0121] Existing emergency rescue devices are susceptible to interference from vibration, gusts of wind, and sensor drift, resulting in false triggering, missed triggering, and delayed decision-making, failing to meet the requirements for high-reliability rescue. This invention employs an adaptive Kalman filter and a dual-threshold time consistency check algorithm to reduce noise and dynamically track data from multiple sensors, including gyroscopes, accelerometers, and barometric altimeters. It not only automatically filters out faulty sensors with excessive residuals but also significantly suppresses vibration and gust interference, achieving an emergency state recognition accuracy of ≥95%, a false triggering rate reduced by over 90%, and a decision response time of ≤50ms.

[0122] Furthermore, in one embodiment, the multi-redundant control unit adopts a primary / backup dual-redundant control architecture, including:

[0123] The main controller is used to lead the conventional control logic and monitor the system status;

[0124] The backup controller is synchronized with the main controller in real time and is in a hot backup state.

[0125] The self-test module is used to cyclically monitor the working status of each execution unit in the multi-redundant control unit and the multi-level execution life-saving unit.

[0126] The main controller and the backup controller have the same hardware configuration (e.g., both are STM32H7 series microcontrollers with a main frequency of 480MHz and built-in 2MB Flash), and are powered and operated independently. When the self-test module detects a fault in the main controller, it controls the backup controller to seamlessly take over the control authority.

[0127] Here, during normal operation, the main controller dominates the control logic, while the backup controller synchronizes the main controller's data in real time and is in a hot backup state. When a manual, automatic, or remote trigger signal is received, the main / backup controllers simultaneously verify the validity of the signal (e.g., determine if the signal duration is ≥50ms and there is no communication interference). If the main controller fails (the self-test module detects an abnormality), the backup controller immediately and seamlessly takes over the control authority.

[0128] Preferably, in some embodiments, the multi-redundancy control unit further includes:

[0129] The manual trigger interface is used to connect an external emergency trigger button and features a mechanical self-locking design.

[0130] Here, for example, the emergency trigger button connected to the aircraft cockpit / remote controller adopts a mechanical self-locking design. After being pressed, it sends a trigger signal and needs to be manually reset.

[0131] An automatic trigger interface is used to receive emergency trigger signals from the adaptive sensing unit via a bus;

[0132] Here, for example, the automatic triggering interface receives an emergency trigger signal from the adaptive sensing unit via the CAN bus;

[0133] The remote trigger interface integrates a communication module to receive trigger commands from remote ground stations or the cloud.

[0134] Here, for example, a 4G / 5G communication module is integrated to receive remote commands from a ground station or the cloud, with a communication latency of ≤100ms.

[0135] Furthermore, in one embodiment, combined with Figure 1 The multi-level execution rescue unit includes multiple execution components deployed in a hierarchical manner:

[0136] The primary execution component, comprising multiple rapid attitude correction airbags, is mounted around the main integrated frame to correct the aircraft's attitude by generating lateral thrust.

[0137] The secondary execution component, namely the adaptive deceleration parachute 2, is installed on the top of the main integrated frame 1 and is used to provide air resistance for initial deceleration in the first preset height range;

[0138] The third-level actuation component, the main buffer parachute 2, is installed on the top of the main integrated frame and is used to provide high load air resistance in the second preset altitude range to achieve smooth deceleration.

[0139] Preferably, in some embodiments, primary posture correction airbags are installed around the frame (one each on the front, back, left, and right sides, namely the first posture correction airbag 3, the second posture correction airbag 4, the third posture correction airbag 5, and the fourth posture correction airbag 6).

[0140] Preferably, in some embodiments, the three execution components are configured as follows:

[0141] (1) Primary actuator (rapid attitude correction airbag):

[0142] ① Airbag body: Made of high-strength nylon coated fabric (tensile strength ≥500N / cm), folded volume ≤100cm³, with built-in pressure sensor (range 0~1MPa).

[0143] ② Inflation device: A miniature cold gas cylinder (filled with high-pressure nitrogen, pressure 0.8MPa) and an electromagnetic inflation valve (response time ≤5ms) are installed at the bottom of the airbag and fixed to the main integrated frame with bolts.

[0144] (2) Secondary execution component (low-altitude adaptive deceleration parachute):

[0145] ① Umbrella design: Small umbrella structure (area ≤ 2m²), made of lightweight polyester fiber material, with paracord diameter of 2mm and tensile strength ≥ 2000N;

[0146] ② Umbrella opening device: Built-in spring-loaded umbrella opener (spring force ≥50N), installed on one side of the top of the frame, and the umbrella bag is fixed to the frame by buckles.

[0147] (3) Level 3 execution component (main buffer parachute):

[0148] ① Umbrella design: High load-bearing umbrella canopy (area ≥ 8m²), made of high-strength aramid fiber material, with eight-strand braided canopy cords and a breaking strength ≥ 5000N;

[0149] ② Opening device: It shares the same mounting base as the secondary deceleration parachute, and the parachute pack has a built-in gunpowder-type opening device (ignition response time ≤10ms).

[0150] Here, the multi-level execution rescue unit receives hierarchical execution commands from the multi-redundant control unit and operates as follows:

[0151] Level 1 execution: When the aircraft's attitude tilt rate is >30° / s or roll angle is >90°, the control unit sends an inflation command, the electromagnetic inflation valve opens rapidly, and the cold air cylinder inflates the airbag (inflation time ≤20ms). After the airbag is deployed, the inflation status is fed back through the pressure sensor. The lateral thrust generated by the expansion of the airbag is used to correct the aircraft's attitude, so that the aircraft returns to a near-horizontal state (attitude angle ≤10°). If the electromagnetic drive fails, the control unit immediately triggers the gunpowder drive device to ensure that the airbag is deployed normally.

[0152] Secondary execution: After attitude correction is completed, if the aircraft altitude is ≤50m, the control unit sends a secondary parachute deployment command, the spring-loaded parachute deploys the drag chute, and the parachute unfolds rapidly (expansion time ≤500ms), reducing the aircraft's descent speed through air resistance (from initial speed ≤20m / s to ≤10m / s).

[0153] Level 3 execution: When the aircraft altitude is ≤20m, the control unit sends a level 3 parachute deployment command, the gunpowder-type parachute deploys the main buffer parachute, the parachute surface fully unfolds (parachute deployment time ≤1s), further reducing the descent speed (to ≤3m / s) to ensure a smooth descent; the dual unlocking mechanism ensures that the parachute deployment process is smooth and without jamming, if one drive method fails, the other will start immediately.

[0154] Preferably, in some embodiments, the first-level execution component, the second-level execution component, and the third-level execution component are all equipped with a dual unlocking mechanism. The dual unlocking mechanism includes an electromagnetic drive device and a gunpowder drive device. The electromagnetic drive device serves as the main drive mode, and the gunpowder drive device serves as the backup drive mode. The two are independently controlled without affecting each other.

[0155] Here, the actuator is equipped with a dual unlocking structure of "gunpowder-driven + electromagnetic-driven", which do not affect each other and are controlled independently. From millisecond-level rapid attitude correction airbag deployment to multi-stage timing execution of the second-stage deceleration parachute and the third-stage main buffer parachute, it can achieve a perfect balance between rapid response and smooth deceleration for low-altitude or extreme scenarios.

[0156] Further preferably, in some embodiments, the multi-redundant control unit uses an altitude-attitude-speed linked hierarchical rescue adaptive decision-making algorithm to dynamically match rescue strategies based on the current real-time flight status, generating hierarchical execution instructions containing execution timing interlocks (sending hierarchical execution instructions to multi-level execution rescue units based on the trigger signal type and the flight status (such as altitude and speed) fed back by the adaptive sensing unit, while simultaneously monitoring its own and each execution unit's working status through a self-test module; if an execution abnormality is detected, a retry mechanism is immediately initiated); the specific process of the altitude-attitude-speed linked hierarchical rescue adaptive decision-making algorithm includes:

[0157] Step 1: Receive the fused state quantities output by the adaptive sensing unit, which include height H, velocity V, attitude angle θ, and tilt rate ω;

[0158] Step 2: Divide the altitude into three decision zones: high altitude, mid-low altitude, and low altitude. Based on the attitude angle and tilt rate, classify the attitude hazard level into safe state, dangerous state, and overturning state.

[0159] Preferably, the following conditions apply: High altitude: H > 50m; Mid-to-low altitude: 20m < H ≤ 50m; Low altitude: H ≤ 20m, where H represents the aircraft altitude; Safe state: θ ≤ 10°; Dangerous state: 10° < θ ≤ 90°; Overturning state: θ > 90°.

[0160] Step 3, Dynamically Matching Rescue Strategies: If the vehicle is in an overturned or dangerous state, the first-level execution component is forcibly activated to perform attitude correction; after attitude correction is completed, the second-level and / or third-level execution components are dynamically matched and activated sequentially according to the height decision range; if a collision signal is triggered, the first-level, second-level, and third-level execution components are controlled to execute synchronously and rapidly.

[0161] Preferably, in some embodiments, during the operation of the height-attitude-speed linked graded rescue adaptive decision-making algorithm, timing interlock control is performed: the status signal fed back by the previous level execution component is monitored, and the next level action can only be allowed to start after the previous level has been completed and fed back.

[0162] Preferably, in some embodiments, during the operation of the height-attitude-velocity linked graded rescue adaptive decision-making algorithm, an abnormal retry and drive switching mechanism is also executed:

[0163] If no feedback signal from the corresponding execution component is received within a preset time, the hierarchical execution instruction will be resent at fixed intervals (e.g., 10ms). If the preset number of retries is still ineffective, the multi-level execution rescue unit will be automatically controlled to switch from the main drive mode to the backup drive mode.

[0164] Existing tiered rescue systems employ a fixed timing sequence without considering real-time flight conditions, leading to risks such as premature / late parachute deployment, deployment before attitude correction, and parachute line entanglement. This invention overcomes the shortcomings of traditional fixed-trigger strategies by innovatively proposing an altitude-attitude-velocity linked adaptive decision-making algorithm for tiered rescue. This algorithm dynamically matches rescue strategies by dividing altitude and attitude into different decision intervals, achieving real-time adaptive matching of rescue strategies. This increases the parachute deployment success rate by ≥30%, avoids parachute line entanglement and attitude failure, and makes the rescue process safer and more efficient.

[0165] Furthermore, in one embodiment, the independent energy unit employs a hybrid energy storage architecture, including:

[0166] High-rate energy storage battery packs are used to provide continuous power.

[0167] A supercapacitor assembly, connected in parallel with the high-rate energy storage battery pack, is used to provide a large instantaneous current to drive the multi-stage life-saving unit;

[0168] Voltage monitoring chip, used to monitor the main power status of the aircraft in real time;

[0169] The independent energy unit is equipped with a main power supply interface and an emergency power supply interface;

[0170] During normal flight, the main power supply interface is used to charge the independent energy unit by introducing the main power supply of the aircraft. When the voltage monitoring chip (detection accuracy ±0.01V) detects that the main power supply of the aircraft is cut off (voltage ≤3V) or the voltage is lower than the preset value, the independent energy unit switches to emergency power supply mode through the emergency power supply interface, and is powered by the high-rate energy storage battery pack and the supercapacitor assembly in parallel.

[0171] Preferably, the emergency power supply interface supplies power to the adaptive sensing unit, multi-redundant control unit, multi-level execution rescue unit, and buffer protection unit respectively through a DC-DC converter (output voltage 5V / 12V, ripple ≤50mV). The voltage monitoring chip is connected via I... 2 The C-bus communicates with multiple redundant control units.

[0172] Preferably, when switching to emergency power supply mode, the lithium battery and supercapacitor are connected in parallel to provide power. The supercapacitor provides instantaneous high current (to meet the driving requirements of multi-stage life-saving units), and the lithium battery provides continuous power supply to ensure that each unit works normally for ≥10 seconds in an emergency, fully covering the energy consumption of the entire life-saving process (attitude correction → staged parachute opening → cushioned landing).

[0173] Preferably, the lithium battery is an 18650 ternary lithium battery pack (capacity 2000mAh, nominal voltage 11.1V, discharge rate 10C), and the supercapacitor is a double-layer supercapacitor (capacity 500F, nominal voltage 12V), and the two are connected through an equalization protection board.

[0174] Here, the independent energy unit adopts a parallel combination of "high-rate lithium battery + supercapacitor" to immediately and seamlessly switch to emergency power supply when the main power of the aircraft fails, completely eliminating the dependence on the main control and main power of the drone.

[0175] Furthermore, in one embodiment, the buffer protection units 7 and 8 (such as...) Figure 2 (as shown), including:

[0176] A honeycomb buffer structure is fixed to the center of the bottom of the main integrated frame to absorb the impact energy of the aircraft upon landing.

[0177] Multiple sets of retractable buffer legs are symmetrically connected to the bottom outer side of the main integrated frame via hinges, and shock absorbers are integrated inside the buffer legs. The bottom of the buffer legs is equipped with pressure sensors (trigger threshold ≥100N) that are communicatively connected to the multi-redundant control unit for detecting the pressure signal at the moment of landing.

[0178] Specifically, when the aircraft's altitude is lower than the preset landing altitude, the multi-redundant control unit controls the buffer legs to extend from the retracted state to the working state; at the moment of landing, the pressure sensor triggers the honeycomb buffer structure and the shock absorber to work together to absorb energy.

[0179] Preferably, in some embodiments, the honeycomb buffer structure uses an aluminum honeycomb core material (10mm aperture, 0.1mm wall thickness), encapsulated in a high-strength plastic shell with a thickness of 50mm, a compressive strength ≥10MPa, and can absorb ≥80% of the impact energy upon landing.

[0180] Preferably, in some embodiments, the multiple sets of retractable buffer legs are four sets of buffer legs, evenly distributed at the four corners of the bottom of the frame. The legs adopt a multi-level telescopic structure (retracted length 100mm, extended length 200mm), with built-in spring shock absorbers (elastic coefficient 50N / mm), and rubber anti-slip pads (Shore hardness 60±5) are installed at the bottom of the legs.

[0181] Here, the working principle of the buffer protection unit is as follows: when the aircraft descends to near the ground (height ≤ 1m), the multi-redundant control unit controls the buffer legs to extend from the retracted state to the working state according to the altitude signal of the adaptive sensing unit; at the moment of landing, the pressure sensor at the bottom of the legs detects the impact pressure (≥100N), immediately triggering the compression energy absorption process of the honeycomb buffer structure. At the same time, the spring shock absorber undergoes elastic deformation, working together with the honeycomb structure to absorb the landing impact load (reducing the impact acceleration from ≥20g to ≤5g), preventing damage to the core components of the aircraft and the payload due to the impact, and effectively protecting the core components of the aircraft, the payload and the safety of the occupants.

[0182] The following details the workflow of the high-reliability adaptive aircraft emergency rescue system of the present invention.

[0183] Combination Figure 3 The overall workflow of this invention follows a logical chain of "perception-judgment-control-execution-protection-recording," with each unit working collaboratively as follows:

[0184] (1) Real-time monitoring phase: The various sensing components of the adaptive sensing unit continuously collect data such as the aircraft's altitude, speed, attitude angle, tilt rate, collision signal, and communication status. The data are analyzed in real time through a multi-source data fusion algorithm, and the flight status assessment results (normal / emergency) are output.

[0185] (2) Emergency state judgment stage: When the fusion algorithm determines that the aircraft is in an emergency state such as loss of control, instability, power failure, or collision, the adaptive perception unit sends an emergency trigger signal to the multi-redundant control unit and uploads the current flight status data (altitude, speed, attitude, etc.).

[0186] (3) Redundancy control confirmation stage: The main / backup controllers of the multi-redundant control unit synchronously receive the trigger signal, combine their own self-test results (no fault) with flight status data, verify the validity of the signal (excluding false triggers), and generate graded execution instructions after confirmation.

[0187] (4) Attitude correction stage: The multi-redundant control unit sends a first-level execution command to the multi-level execution rescue unit, the rapid attitude correction airbags are deployed in milliseconds, correct the aircraft's tilt / roll attitude, and at the same time, a correction completion signal is fed back to the control unit.

[0188] (5) Staged parachute deployment: After receiving the calibration completion signal, the control unit sends the second and third level execution commands in sequence according to the current altitude data. The low-altitude adaptive deceleration parachute and the main buffer parachute are deployed one after the other to continuously reduce the descent speed. The dual unlocking mechanism ensures reliable parachute deployment.

[0189] (6) Buffer landing stage: The control unit controls the extension of the outriggers of the buffer protection unit according to the height signal. At the moment of landing, the pressure sensor triggers the honeycomb structure and the spring shock absorber to absorb energy and reduce the impact load.

[0190] (7) Data recording and uploading stage: Throughout the process, the multi-redundant control unit records the working status data of each unit in real time (trigger time, correction angle, parachute opening time, landing impact acceleration, etc.), uploads it to the ground station through the remote communication module, and stores it in the local Flash (capacity ≥8GB) for subsequent fault analysis.

[0191] As a specific example, the invention is further illustrated in some of the embodiments.

[0192] Example 1: Multi-rotor UAV emergency rescue

[0193] This embodiment uses a medium-sized multi-rotor drone as the platform. The emergency rescue system is rigidly installed on the top of the drone's center of gravity through a standardized snap-on quick-release interface. The horizontality of the attitude reference plane is ≤0.5°. The bottom shock-absorbing base fits tightly with the fuselage. The overall weight is ≤1.8kg, which does not affect the drone's endurance and flight performance.

[0194] After the emergency rescue system is powered on, the multi-redundant control unit automatically completes a cyclic self-test, the adaptive sensing unit completes sensor zero-point calibration, and then enters standby mode. The adaptive sensing unit uses a six-axis gyroscope, a three-axis accelerometer, a barometric altimeter, a collision sensor, and a power supply detection circuit to collect the UAV's attitude angle, tilt rate, flight altitude, descent speed, and main power status in real time, and performs multi-source data fusion using a Kalman filter algorithm.

[0195] When the aircraft is detected to be tilted >60°, at a height <50m, and with a main power interruption, the sensing unit sends an emergency trigger signal to the multi-redundant control unit within 1ms. The primary and backup controllers simultaneously receive the signal and verify its validity, confirming the fault and initiating the tiered rescue process within 10ms.

[0196] The first-level attitude correction airbag is immediately activated. The electromagnetic inflation valve completes inflation within 20ms, and the airbags around the aircraft deploy simultaneously, correcting the fuselage to a vertical and stable state.

[0197] 0.2 seconds after attitude correction is completed, the secondary low-altitude adaptive deceleration parachute is triggered, and the spring-loaded parachute opens rapidly to reduce the descent speed;

[0198] When the drone descends to a height of 10m, it activates the three-stage main buffer parachute to further stabilize the descent speed to ≤3m / s;

[0199] When the height is ≤1m, the cushioning outriggers automatically extend. Upon landing, the honeycomb cushioning structure and spring shock absorbers work together to absorb the impact energy, reducing the landing acceleration to ≤5g.

[0200] The independent power unit automatically switches to power supply the moment the main power fails, using a parallel connection of an 18650 lithium battery and a 500F supercapacitor to ensure power supply for at least 10 seconds throughout the entire process. Key data throughout the process is stored in local Flash memory and uploaded to the ground station in real time. After ground and flight tests, the drone landed intact without structural damage to the fuselage or payload.

[0201] Example 2: Light Manned Aircraft Emergency Rescue

[0202] In this embodiment, the emergency rescue system is rigidly connected to the frame of the light manned aircraft, and the independent energy unit is completely electrically isolated from the main power supply of the aircraft, thus meeting the aviation airworthiness and safety requirements.

[0203] When the aircraft experiences mid-air loss of control, collision, or main power failure, the adaptive sensing unit quickly identifies the emergency and sends a trigger signal. Dual redundant controllers synchronously verify and back each other up, ensuring no single-node failure risk. The control unit executes rescue actions in stages based on altitude and attitude: first, the attitude correction airbags are activated to quickly correct the fuselage attitude, preventing inversion and violent rotation; then, the drag chute and main parachute are deployed in stages to stabilize the descent speed at ≤5m / s; upon landing, the buffer outriggers and honeycomb energy-absorbing structure work together to control occupant overload to <3g, ensuring personal safety.

[0204] This emergency rescue system can operate stably in environments ranging from -40℃ to 85℃, rain, snow, and light dust. The sensors, actuators, energy sources, and control units all meet the requirements for wide temperature range, vibration resistance, and interference resistance, and comply with the airworthiness and safety standards for light manned aircraft.

[0205] The system proposed in this invention features dual redundant control, independent power supply, and a dual unlocking execution mechanism of "gunpowder + electromagnetic". It can get rid of dependence on the main flight control system, significantly reduce landing impact, and effectively improve the rescue success rate at low altitudes and in extreme attitudes. It has high reliability, strong adaptability, and general modularity.

[0206] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention without departing from its spirit and scope should be included within the protection scope of the present invention.

Claims

1. A high-reliability adaptive aircraft emergency rescue system, characterized in that, The system includes: A main integrated frame for connection with the aircraft, the main integrated frame providing an attitude reference plane; An adaptive sensing unit, fixed on the main integrated frame, is used to collect multi-source flight operation status data of the aircraft in real time, determine emergency status based on the flight operation status data, and output an emergency trigger signal. A multi-redundant control unit, fixed on the main integrated frame, is communicatively connected to the adaptive sensing unit and is used to receive emergency trigger signals and generate hierarchical execution instructions. A multi-level execution rescue unit, connected to the multi-redundant control unit, is used to receive and respond to the graded execution instructions to perform graded rescue actions; An independent power unit, fixed to the main integrated frame, is used to provide operating power to the adaptive sensing unit, the multi-redundant control unit, and the multi-level execution life-saving unit; and The buffer protection unit is fixed to the bottom of the main integrated frame and is used to reduce the impact load of the aircraft upon landing.

2. The high-reliability adaptive aircraft emergency rescue system according to claim 1, characterized in that, The main integration framework includes: The integrated molded substrate is made of lightweight and high-strength material, and its upper surface has the attitude reference surface. The adaptive sensing unit and the multi-redundant control unit are installed on the attitude reference surface to ensure that the detection direction is consistent with the execution direction. The shock-absorbing base set at the bottom of the integrated molded substrate is used to absorb high-frequency vibration interference within a specific frequency range and protect the working accuracy of the internal units. Standardized quick-release interfaces are located on both sides of the integrated molded base, and a snap-fit ​​and elastic positioning pin structure enables quick adaptation and connection with the aircraft.

3. The high-reliability adaptive aircraft emergency rescue system according to claim 1, characterized in that, The adaptive sensing unit includes: The sensing component is used to collect flight operation status data of the aircraft in real time, including at least three combinations of data from multiple channels of data such as the aircraft's altitude, speed, attitude angle, tilt rate, collision signal, and loss of contact status. The data processing module, connected to the sensing component, is used to run a multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm to realize emergency state decision based on the flight operation status data. The data processing module performs data noise reduction, temperature drift suppression, and decision-level fusion on the combined data, and sends an emergency trigger signal to the multi-redundant control unit when the preset emergency state threshold is met.

4. The high-reliability adaptive aircraft emergency rescue system according to claim 3, characterized in that, The multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm specifically includes: Step 1: Simultaneously collect multiple channels of raw flight operation status data at a set sampling rate; Step 2: Perform sliding window filtering on each stream of raw data to remove random spike noise; Step 3: Construct an adaptive Kalman filter model to estimate the aircraft's attitude angle, tilt rate, altitude change rate, and synthetic acceleration in real time, and adjust the noise matrix online to suppress sensor temperature drift and vibration drift; Step 4: Extract and normalize the state feature quantities, and set up a dual threshold system consisting of a warning threshold and a trigger threshold; the state feature quantities include at least the aircraft's attitude tilt rate, altitude descent rate, composite acceleration, and communication interruption duration; Step 5: Perform time consistency verification. When the first preset number of consecutive frames meets the warning threshold, enter the warning state. When the second preset number of consecutive frames meets the trigger threshold, determine it as an emergency state and output a valid emergency trigger signal.

5. The high-reliability adaptive aircraft emergency rescue system according to claim 4, characterized in that, The multi-source heterogeneous sensor anti-interference fusion emergency state decision algorithm also includes: Step 6: Monitor the residual of each data stream in real time. If the residual of a single data stream is greater than the preset confidence interval threshold, the sensor data of that stream will be automatically blocked and replaced with the fusion results of the other sensors.

6. The high-reliability adaptive aircraft emergency rescue system according to claim 1, characterized in that, The multi-redundant control unit adopts a primary / backup dual-redundant control architecture, including: The main controller is used to lead the conventional control logic and monitor the system status; The backup controller is synchronized with the main controller in real time and is in a hot backup state. The self-test module is used to cyclically monitor the working status of each execution unit in the multi-redundant control unit and the multi-level execution life-saving unit. The main controller and the backup controller have the same hardware configuration and are powered and operated independently. When the self-test module detects a fault in the main controller, it controls the backup controller to seamlessly take over control.

7. The high-reliability adaptive aircraft emergency rescue system according to claim 3, characterized in that, The multi-level execution rescue unit includes multiple execution components deployed in a hierarchical manner: The primary execution component, comprising multiple rapid attitude correction airbags, is mounted around the main integrated frame to correct the aircraft's attitude by generating lateral thrust. The secondary actuation component, an adaptive deceleration parachute, is installed on the top of the main integrated frame and is used to provide air resistance for initial deceleration in a first preset height range. The third-level actuation component, which is the main buffer parachute, is installed on the top of the main integrated frame and is used to provide high load air resistance in the second preset altitude range to achieve smooth deceleration. The first-level execution component, the second-level execution component, and the third-level execution component are all equipped with a dual unlocking mechanism. The dual unlocking mechanism includes an electromagnetic drive device and a gunpowder drive device. The electromagnetic drive device serves as the main drive mode, and the gunpowder drive device serves as the backup drive mode. The two are independently controlled without affecting each other.

8. The high-reliability adaptive flight vehicle emergency rescue system according to claim 7, characterized in that, The multi-redundant control unit uses an altitude-attitude-velocity linked hierarchical rescue adaptive decision-making algorithm to dynamically match rescue strategies based on the current real-time flight status, generating hierarchical execution instructions containing execution timing interlocks; the specific process of the altitude-attitude-velocity linked hierarchical rescue adaptive decision-making algorithm includes: Step 1: Receive the fused state quantities output by the adaptive sensing unit, which include height, velocity, attitude angle and tilt rate; Step 2: Divide the altitude into three decision zones: high altitude, mid-low altitude, and low altitude. Based on the attitude angle and tilt rate, classify the attitude hazard level into safe state, dangerous state, and overturning state. Step 3, Dynamically Matching Rescue Strategies: If the vehicle is in an overturned or dangerous state, the first-level execution component is forcibly activated to perform attitude correction; after attitude correction is completed, the second-level and / or third-level execution components are dynamically matched and activated sequentially according to the height decision range; if a collision signal is triggered, the first-level, second-level, and third-level execution components are controlled to execute synchronously and rapidly. During the operation of this algorithm, timing interlock control is implemented: the status signals fed back by the previous execution component are monitored, and the next level action can only be allowed to start after the previous level has completed execution and fed back the feedback. During the algorithm's execution, an exception retry and driver switching mechanism is also implemented: If no feedback signal from the corresponding execution component is received within a preset time, the hierarchical execution command is resent at fixed intervals; if the preset number of retries is still ineffective, the multi-level execution rescue unit is automatically controlled to switch from the main drive mode to the backup drive mode.

9. The high-reliability adaptive aircraft emergency rescue system according to claim 1, characterized in that, The independent energy unit adopts a hybrid energy storage architecture, including: High-rate energy storage battery packs are used to provide continuous power. A supercapacitor assembly, connected in parallel with the high-rate energy storage battery pack, is used to provide a large instantaneous current to drive the multi-stage life-saving unit; Voltage monitoring chip, used to monitor the main power status of the aircraft in real time; The independent energy unit is equipped with a main power supply interface and an emergency power supply interface; During normal flight, the main power supply interface is used to charge the independent energy unit by introducing the main power supply of the aircraft. When the voltage monitoring chip detects that the main power supply of the aircraft is cut off or the voltage is lower than the preset value, the independent energy unit switches to emergency power supply mode through the emergency power supply interface, and is powered by the high-rate energy storage battery pack and the supercapacitor assembly in parallel.

10. The high-reliability adaptive aircraft emergency rescue system according to claim 1, characterized in that, The buffer protection unit includes: A honeycomb buffer structure is fixed to the center of the bottom of the main integrated frame to absorb the impact energy of the aircraft upon landing. Multiple sets of retractable buffer legs are symmetrically connected to the bottom outer side of the main integrated frame via hinges, and shock absorbers are integrated inside the buffer legs. Pressure sensors for detecting the pressure signal at the moment of landing are provided at the bottom of the buffer legs and are communicatively connected to the multi-redundant control unit. Specifically, when the aircraft's altitude is lower than the preset landing altitude, the multi-redundant control unit controls the buffer legs to extend from the retracted state to the working state; at the moment of landing, the pressure sensor triggers the honeycomb buffer structure and the shock absorber to work together to absorb energy.

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