Aircraft, control method and system, storage system, flight system, and facility

Abstract

The present application relates to the technical field of manned aircrafts, and in particular to an aircraft, a control method and system, a storage system, a flight system, and a facility. The manned aircraft is configured to enable manned flight within a first constraint space defined by a mechanical constraint facility, and the mechanical constraint facility comprises at least one of a rail assembly and a utility tunnel assembly; the rail assembly comprises a suspended rail and a safety connection component assembly, and the rail and the safety connection assembly are used for defining the first constraint space; the upper, lower, left, and right sides of the internal passage of the utility tunnel assembly are all provided with blocking members to define the first constraint space; the manned aircraft comprises a safety processing assembly, and the safety processing assembly comprises at least one of a first safety processing unit, a second safety processing unit and a third safety processing unit. The present application can improve the flight safety of aircrafts.

Description

Aircraft, control methods and systems, storage systems, flight systems and facilities Technical Field

[0001] This application relates to the field of manned aircraft technology, and in particular to aircraft, control methods and systems, storage systems, flight systems and facilities. Background Technology

[0002] Manned aircraft carrying passengers are directly related to the lives of the occupants, and more new technologies are urgently needed to improve safety.

[0003] Summary of the Invention

[0004] The technical problem to be solved by the embodiments of this application is to provide a manned aircraft, a control method, a mechanical restraint facility, and a flight system to improve the safety of manned aircraft during manned flight.

[0005] This application discloses a manned aircraft A,

[0006] The manned aircraft is configured to carry passengers within a first constraint space defined by a mechanical constraint facility, wherein the mechanical constraint facility is any one of a first mechanical constraint facility, a second mechanical constraint facility, and a third mechanical constraint facility.

[0007] The first mechanical restraint facility includes a track assembly and a barrier assembly for defining the first restraint space. The track assembly includes a suspended track and a safety connection assembly. One end of the safety connection assembly is connected to the track and is movable along the length of the track. The other end of the safety connection assembly is connected to the manned aircraft. The barrier assembly includes a bottom barrier located below the track and / or a top barrier located above the track. The bottom barrier is used to prevent the manned aircraft from crossing the boundary from below the bottom barrier. The top barrier is used to prevent the manned aircraft from crossing the boundary from above the top barrier and / or from flying from one side of the track to the other side.

[0008] The second mechanical restraint facility includes a track assembly, which includes a suspended track and a safety connection assembly. One end of the safety connection assembly is connected to the track and is movable along the length extension direction of the track, and the other end of the safety connection assembly is connected to the manned aircraft. The track assembly is used to define the first restraint space.

[0009] The third mechanical restraint facility includes a pipe gallery assembly, and the internal passage of the pipe gallery assembly is provided with barriers at the top, bottom, left, and right to limit the first restraint space.

[0010] And the manned aircraft includes:

[0011] A security processing component, the security processing component including at least one of a first security processing unit, a second security processing unit and a third security processing unit;

[0012] The first safety processing unit is configured to: when the manned aircraft is flying within the first constrained space, identify whether the position and / or movement trend of the manned aircraft is abnormal; when the position and / or movement trend is abnormal, execute a preset first abnormal situation handling scheme;

[0013] The second safety processing unit is used to: when the manned aircraft is in flight, acquire the values ​​of the input parameters of a preset model and perform calculations using the model, the model including mass parameters and power parameters; determine whether the system of the manned aircraft is abnormal based on the model output value of the output parameters and the reference value of the output parameters; and execute a preset second abnormal situation handling scheme when the system of the manned aircraft is abnormal; the input parameters include power parameters and the value of the power parameters is obtained by measurement through sensors, or the output parameters include power parameters and the value of the power parameters included in the reference value of the output parameters is obtained by measurement through sensors;

[0014] The third safety processing unit is used to: when the manned aircraft is in flight, acquire the values ​​of the input parameters of a preset model and perform calculations using the model. The input parameters include power parameters, the values ​​of which are obtained by sensors. The output parameters of the model are mass parameters, and the model output value of the mass parameters is output for display.

[0015] Optionally, the manned aircraft includes a power unit capable of generating lift, enabling the manned aircraft to take off and ascend vertically.

[0016] Optional,

[0017] The rotor of the power unit is disposed in a duct or a net, or the power unit includes a jet engine; or the manned aircraft is an EVTOL, a flying car, a flying motorcycle, a flying go-kart, a jetpack, or a disc-shaped manned aircraft.

[0018] Alternatively, the manned aircraft may further include a first connecting portion for connection with the safety connection assembly; or, the track assembly may further include a second track and a second safety connection assembly, one end of the second safety connection assembly being connected to the second track and movable along the length extension direction of the second track, and the other end of the second safety connection assembly being connected to the manned aircraft; the second track is parallel to the track and located at a different position;

[0019] Alternatively, the manned aircraft may be provided with a human-machine interface component connected to the main body of the manned aircraft, or the main body of the manned aircraft may be provided with a connection part or communication module for connecting the human-machine interface component; and / or, the human-machine interface component may be used to output the model output value of the mass parameter; and / or, the human-machine interface component may include a display screen for displaying the orientation of the manned aircraft within the cross-section of the first constraint space and / or the second constraint space.

[0020] Furthermore, the first connecting part is a lifting ring, hook, threaded connector, or groove.

[0021] Optional,

[0022] The top blocking component includes a horizontal top blocking component to prevent the manned aircraft from crossing the boundary from above via the horizontal top blocking component; or the top blocking component includes a vertical top blocking component to prevent the manned aircraft from flying from one side of the track to the other; or the top blocking component includes the horizontal top blocking component and the vertical top blocking component, with the horizontal top blocking component located above the vertical top blocking component; and / or the vertical distance between the top blocking component and the track is less than the distance between the upper and lower surfaces of the manned aircraft; or the top blocking component is used to prevent the manned aircraft from flying above the track; and / or the blocking assembly further includes a left blocking component located on the left side of the track to prevent the manned aircraft from crossing the boundary from the left via the left blocking component; and / or the blocking assembly further includes a right blocking component located on the right side of the track to prevent the manned aircraft from crossing the boundary from the right via the right blocking component.

[0023] Option 1:

[0024] One end of the safety connection component is connected to a railcar equipped with a vehicle drive, which is mounted on the track and can move along the length of the track under the drive of the vehicle drive.

[0025] The safety processing component further includes a first communication module, used to output the forward / backward direction or forward / backward direction and speed information of the manned aircraft so that the railcar and the manned aircraft can move in the same direction along the length extension of the track; and / or used to output the inward / outward direction or inward / outward direction and speed information of the manned aircraft so that the unwinding mechanism included in the track assembly and driven by the unwinding driver increases the length of the safety connection assembly when the manned aircraft flies outward; and / or the manned aircraft can obtain the forward / backward direction or forward / backward direction and speed information of the railcar through the first communication module and / or the sensors included in the manned aircraft, and the manned aircraft and the railcar can move in the same direction along the length extension of the track.

[0026] Optionally, the security processing component further includes a first sensor module;

[0027] The first sensor module includes a remote positioning module for sensing the position information of the manned aircraft in the geodetic coordinate system; the safety processing component further includes a memory, which stores the position information and / or three-dimensional information of the first constraint space and / or the second constraint space in the geodetic coordinate system; and / or,

[0028] The first sensor module includes a ranging module for measuring distance information of the manned spacecraft relative to components in the mechanical restraint facility, wherein the components are at least one of the track support, the track, and the arresting element; and / or,

[0029] The first sensor module includes at least one of a dynamic parameter sensor, a speed sensor, an acceleration sensor, and an angle sensor.

[0030] Optionally, the abnormal position and / or movement trend includes: the manned aircraft has a tendency to leave the second constraint space or the manned aircraft is outside the second safety constraint space, and part or all of the boundary of the second constraint space is within the boundary of the first constraint space; or, the manned aircraft has a tendency to reach the boundary of the first constraint space or the manned aircraft has reached the boundary of the first constraint space.

[0031] Furthermore,

[0032] Whether the manned aircraft has a tendency to deviate from the second constrained space is determined by analyzing parameters including the manned aircraft's current flight direction, current speed, the distance between the manned aircraft and the boundary of the second constrained space closest to the current flight direction, and the manual control commands to be executed generated by the manned aircraft's control components. The manual control commands include flight direction commands and speed commands; and / or the first abnormal situation handling scheme includes invalidating manual control commands that cause or are already abnormal and continue to fly outwards; or...

[0033] Whether the manned aircraft has a tendency to reach the boundary of the first constrained space is determined by analyzing parameters including the current flight direction and current speed of the manned aircraft, the distance between the manned aircraft and the boundary, and the manual control commands to be executed generated by the control components of the manned aircraft. The manual control commands include flight direction commands and speed commands; and / or the first abnormal situation handling scheme includes invalidating the manual control commands that cause or are already abnormal and continue to fly outward.

[0034] Optionally, the model is the aircraft's center of mass dynamics equation or a preset correspondence between dynamic parameters and passenger weight.

[0035] Optionally, the second safety processing unit is further configured to: the input parameter includes the total weight of the manned aircraft and the value of the total weight of the manned aircraft is obtained by calculation using a model whose output parameter is the total weight of the manned aircraft or by manual preset; or, the output parameter includes a mass parameter and the value of the mass parameter included in the reference value of the output parameter is obtained by calculation using a model whose output parameter is the mass parameter or by manual preset.

[0036] Optional,

[0037] The preset first abnormal situation handling scheme includes: issuing a corresponding prompt through the human-machine interaction component; and / or controlling the power component to reduce at least one of the speed and acceleration of the manned aircraft, or grounding it or flying it to a preset safe area; or

[0038] The preset second abnormal situation handling scheme includes: issuing a corresponding prompt through the human-machine interaction component; and / or controlling the power component to reduce at least one of the flight altitude, speed, and acceleration of the manned aircraft, or grounding it; or...

[0039] The manned aircraft is equipped with a control component connected to the main body of the manned aircraft, and / or the control component is a joystick, steering wheel, pedal, voice control module, or touch screen.

[0040] All of the above options include the option of manned aircraft A.

[0041] This application also discloses a control method for a manned aircraft, applied to any of the manned aircraft described above, the control method comprising:

[0042] When the manned aircraft is in flight, the values ​​of the input parameters of a preset model are acquired and calculated using the model. The input parameters include dynamic parameters, the values ​​of which are obtained through sensor measurements. The output parameter of the model is a mass parameter, and the model output value of the mass parameter is output for display; or,

[0043] When the manned aircraft is in flight, the values ​​of the input parameters of a preset model are acquired and calculated using the model, which includes mass parameters and dynamic parameters. Based on the output value of the model and the reference value corresponding to the output value, it is determined whether the manned aircraft system is abnormal. When the manned aircraft system is abnormal, a preset second abnormal situation handling scheme is executed; the input parameters include dynamic parameters and the values ​​of the dynamic parameters are obtained by sensors, or the output parameters include dynamic parameters and the values ​​of the dynamic parameters included in the reference values ​​of the output parameters are obtained by sensors; or,

[0044] When the manned aircraft is flying within the first constrained space, the system identifies whether the position and / or movement trend of the manned aircraft is abnormal; when the position and / or movement trend is abnormal, the system executes a preset first abnormal situation handling scheme.

[0045] Furthermore, the control method is applied to the manned aircraft of Option 1, which includes a railcar. The control method further includes: controlling the manned aircraft to fly, and outputting the forward / backward direction or forward / backward direction and speed information of the manned aircraft to control the railcar and the manned aircraft to move in the same direction along the length extension of the track; and / or outputting the inward / outward direction or inward / outward direction and speed information of the manned aircraft to increase the length of the safety connection assembly when the manned aircraft flies outward by the unwinding mechanism driven by the unwinding driver included in the track assembly; or, acquiring the forward / backward direction or forward / backward direction and speed information of the railcar, and controlling the manned aircraft and the railcar to move in the same direction along the length extension of the track.

[0046] This application also discloses another control method for a manned aircraft, applied to the manned aircraft described in Option 1, which includes a railcar. The control method for the manned aircraft includes: controlling the manned aircraft to fly, and outputting the forward / backward direction or forward / backward direction and speed information of the manned aircraft to control the railcar and the manned aircraft to move in the same direction along the length extension of the track; and / or outputting the inward / outward direction or inward / outward direction and speed information of the manned aircraft to increase the length of the safety connection assembly when the manned aircraft flies outward by the unwinding mechanism driven by the unwinding driver included in the track assembly; or, acquiring the forward / backward direction or forward / backward direction and speed information of the railcar, and controlling the manned aircraft and the railcar to move in the same direction along the length extension of the track.

[0047] This application also discloses a control system for a manned aircraft, applied to any of the manned aircraft described above, for implementing any of the control methods described above.

[0048] This application also discloses a storage system, including a memory, for recording operational data of the manned aircraft during flight as described in any of the above claims. The data includes the position and / or motion trend of the manned aircraft, the output value of the model, the values ​​of the input parameters of the model, and any one or more of the speed, acceleration, and angle of the manned aircraft.

[0049] This application also discloses a mechanical restraint device.

[0050] The mechanical restraint facility is configured to restrain a manned aircraft to carry passengers within a first restraint space defined by the mechanical restraint facility; the mechanical restraint facility includes a track assembly, the track assembly includes a suspended track and a safety connection assembly, one end of the safety connection assembly is connected to the track and is movable along the length extension direction of the track, the other end of the safety connection assembly is used to connect the manned aircraft, and the track assembly is used to define the first restraint space;

[0051] The mechanical restraint facility further includes a blocking assembly, which includes a bottom blocking member located below the track to prevent the manned aircraft from crossing the boundary from below via the bottom blocking member; and / or, the blocking assembly includes a top blocking member located above the track to prevent the manned aircraft from crossing the boundary from above via the top blocking member and / or flying from one side of the track to the other; and / or, the blocking assembly further includes a left blocking member located on the left side of the track to prevent the manned aircraft from crossing the boundary from the left via the left blocking member; and / or, the blocking assembly further includes a right blocking member located on the right side of the track to prevent the manned aircraft from crossing the boundary from the right via the right blocking member; and / or,

[0052] At least two of the aforementioned mechanical restraint facilities are stacked one on top of the other; or the height of the space below the first restraint space is sufficient for the passage of a person or vehicle; and / or,

[0053] The mechanical restraint facility also has the following feature 1: the track assembly further includes a track vehicle, one end of the safety connection assembly is connected to the track vehicle, the track vehicle includes a vehicle drive for driving the track vehicle to move along the length extension direction of the track, and the mechanical restraint facility further includes a second information acquisition module, the second information acquisition module includes a second communication module or a second sensor module for communicating with the first communication module of the manned aircraft.

[0054] The railcar can acquire the forward / backward direction or forward / backward direction and speed information of the manned aircraft through the second information acquisition module, and the railcar can move in the same direction as the manned aircraft along the length extension direction of the track; and / or, the mechanical restraint facility can acquire the inward / outward direction or inward / outward direction and speed information of the manned aircraft through the second information acquisition module, and the unwinding mechanism included in the track assembly and driven by the unwinding driver can increase the length of the safety connection assembly when the manned aircraft flies outward; or

[0055] The track assembly further includes a second track and a second safety connection assembly. One end of the second safety connection assembly is connected to the second track and can move along the length extension direction of the second track. The other end of the second safety connection assembly is connected to the manned aircraft. The second track is parallel to the track and located at a different position.

[0056] Further:

[0057] The mechanical restraint device is connected end-to-end, or the mechanical restraint device is configured as horizontal or elongated; and / or, the suspended track is mounted on a track support; or,

[0058] The safety connection assembly is composed of at least two connectors with different elastic coefficients connected in series; and / or,

[0059] The secure connection assembly includes a resilient connector; and / or,

[0060] The length of the safety connection assembly is adjustable, and the safety connection assembly includes: an unwinding mechanism, and a cable wound on a reel of the unwinding mechanism; and / or,

[0061] The top arresting element includes a horizontal top arresting element for preventing the manned aircraft from crossing the boundary above the horizontal top arresting element; or, the top arresting element includes a vertical top arresting element for preventing the manned aircraft from flying from one side of the track to the other; or, the top arresting element includes the horizontal top arresting element and the vertical top arresting element, with the horizontal top arresting element located above the vertical top arresting element; or, the vertical distance between the top arresting element and the track is less than the distance between the upper and lower surfaces of the manned aircraft, or the top arresting element is used to prevent the manned aircraft from flying above the track; and / or the top arresting element is configured to protect the manned aircraft from rain.

[0062] Optionally, the resilient connector can be a bellows, a spring, or a resilient safety belt.

[0063] This application also discloses a flight system comprising any of the manned aircraft described above, and further comprising any of the mechanical restraint facilities described above, wherein the manned aircraft can fly under the restraint of the mechanical restraint facilities.

[0064] Optionally, the manned aircraft includes the feature of optional scheme 1, and the mechanical restraint facility includes feature 1;

[0065] The railcar can acquire the forward / backward direction or forward / backward direction and speed information of the manned aircraft through the second information acquisition module, and the railcar can move in the same direction as the manned aircraft along the length extension direction of the track; and / or, the mechanical restraint facility can acquire the inward / outward direction or inward / outward direction and speed information of the manned aircraft through the second information acquisition module, and the unwinding mechanism included in the track assembly, driven by the unwinding driver, can increase the length of the safety connection assembly when the manned aircraft flies outward; and / or

[0066] The manned aircraft can acquire the forward and backward direction or forward and backward direction and speed information of the railcar through the first communication module and / or the sensors contained in the manned aircraft, and can move in the same direction as the railcar along the length extension direction of the track.

[0067] Compared with the prior art, the manned aircraft and aircraft system provided in this application have the following advantages:

[0068] Safety in manned flight is paramount; even the slightest negligence can lead to catastrophic loss of life. No single technology can guarantee safety. Even the smallest technological advancements (even those seemingly simple yet cleverly integrated across multiple fields in unmanned flight) can be life-saving and of significant value. For example, in a cultural, entertainment, or tourist area, it's difficult to ensure safety for ordinary citizens flying without mechanical restraints (they might crash at altitudes of hundreds or thousands of meters); however, mechanical restraints alone are also insufficient (instead, they could lead to more frequent collisions with tracks, corridors, or entanglement in tracks); only by using mechanical restraints to define the primary restraint space, coupled with safety processing components (based on hardware and software and possessing multiple specialized functions), can a complete improvement in safety be achieved.

[0069] In the industry's conventional thinking and prejudice, aircraft cannot be mechanically restrained. However, this invention features a special mechanical restraint facility to constrain the flight of aircraft, which helps to improve flight safety through mechanical restraint (avoiding major crashes that could result from uncontrolled aircraft flying to altitudes of hundreds or thousands of meters).

[0070] Among them, the track technology originated from the train field and conventional trains are all on the track with the car on top, while the present invention allows the aircraft to fly upside down on the track, the safety connection component (safety rope) comes from the extreme sports field of bungee jumping, and the pipe gallery technology comes from the construction field, which are not commonly used technologies in the aircraft field.

[0071] The first safety processing unit detects abnormal positions and / or movement trends (which helps to rule out safety incidents caused by human error in control commands).

[0072] The second safety processing unit monitors safety using a (special) mathematical model that includes mass and dynamic parameters (rather than conventional limit threshold monitoring), which helps to suppress safety accidents caused by abnormalities in the aircraft itself (power system, sensors).

[0073] The third safety processing unit breaks away from the industry's conventional thinking that scales are needed for weighing in conventional technology. It measures and displays the (passenger's) weight through power parameters (i.e., using the engine instead of scales), which helps passengers intuitively verify the aircraft's safety and enhances the credibility of the safety system.

[0074] In summary, this invention achieves unexpected results through multiple multi-dimensional and cross-disciplinary technological innovations and breakthroughs in industry thinking. It cleverly integrates mechanical restraint safety technologies (derived from train tracks, bungee jumping safety ropes, or building utility tunnels) with the safety processing components specially designed in this application (software monitoring to prevent human error, automatic monitoring through mathematical model calculations, engine / power parameter sensor measurement / weight measurement, and visually verifiable safety reliability). This significantly improves the safety of manned flight and helps passengers (non-professional pilots) realize their dream of safely flying and soaring through the blue sky, making it of significant value. Attached Figure Description

[0075] The solution of this application will be further described in detail below with reference to the accompanying drawings and embodiments. In the accompanying drawings:

[0076] Figure 1 is a structural schematic diagram of an embodiment of the flight system provided in this application;

[0077] Figure 2 is a structural schematic diagram of an embodiment of the manned aircraft provided in this application;

[0078] Figure 3 is a side view of an embodiment of the manned aircraft provided in this application;

[0079] Figure 4 is a top view of an embodiment of the manned aircraft provided in this application;

[0080] Figure 5 is a hardware block diagram of an embodiment of the manned aircraft provided in this application;

[0081] Figure 6 is a structural schematic diagram of an embodiment of the track support provided in this application;

[0082] Figure 7 is a structural schematic diagram of an embodiment of the railcar provided in this application;

[0083] Figure 8 is a structural schematic diagram of another embodiment of the track provided in this application;

[0084] Figure 9 is a structural schematic diagram of an embodiment of a secure connection component of this application;

[0085] Figure 10 is a structural schematic diagram of another embodiment of the secure connection component provided in this application;

[0086] Figure 11 is a structural schematic diagram of another embodiment of the secure connection component provided in this application;

[0087] Figure 12 is a schematic diagram of an embodiment of the human-computer interaction interface provided in this application;

[0088] Figure 13 is a schematic diagram of another embodiment of the human-computer interaction interface provided in this application;

[0089] Figure 14 is a schematic diagram of another embodiment of the human-computer interaction interface provided in this application;

[0090] Figure 15 is a side view of one embodiment of the flight system provided in this application in a specific scenario;

[0091] Figure 16 is a side view of another embodiment of the flight system provided in this application;

[0092] Figure 17 is a rear view of another embodiment of the flight system provided in this application;

[0093] Figure 18 is a rear view of another implementation of the flight system provided in this application in another scenario;

[0094] Figure 19 is a rear view of an embodiment of a circular tube gallery assembly provided in this application;

[0095] Figure 20 is a flowchart illustrating an embodiment of the control method for the manned aircraft 100 provided in this application.

[0096] Figure 21 is a structural schematic diagram of an embodiment of the mechanical restraint facility provided in this application;

[0097] Figure 22 is a structural schematic diagram of another embodiment of the mechanical restraint facility provided in this application;

[0098] Figure 23 is a schematic diagram of an embodiment of the multi-track flight system provided in this application.

[0099] The figures are labeled as follows: 100, Manned aircraft; 110, Manned aircraft body; 120, First connecting part; 151, Control component; 152, Safety processing component; 152S1, First safety processing unit; 152S2, Second safety processing unit; 152S3, Third safety processing unit; 1520, Safety processing hardware module; 1521, First sensor module; 1522, First communication module; 153, Flight control module; 154, Autopilot module; 155, Human-machine interface component; 160, Power component; 1601, Motor driver; 1602, Motor; 1603, Rotor assembly; 160A, Front left power component; 160B, Rear left power component; 160C, Front right power component; 160D, Rear right power component; 170, Power supply; 500. Mechanical restraint facilities; 501. Mechanical restraint facilities on the first floor; 502. Mechanical restraint facilities on the second floor; 510. Second top group of barriers; 510A. Horizontal top barrier; 510I. Vertical top barrier; 520. Second bottom group of barriers; 530. Second left barrier; 540. Second right barrier; 550. Track support; 560. Track; 560-2. Second track; 570. Track vehicle; 570-2. Second track vehicle; 580. Safety connection assembly; 580A. Automatic winding and unwinding mechanism; 580B. Elastic connector; 5801. Inner tube; 5802. Outer tube; 5803. Inner tube pin; 580-2. Second safety connection assembly; 590. Cableway system; 5901. First cable sheave; 5902. Second cable sheave; 5903. Cable; 5904. Cable connection part. Detailed Implementation

[0100] In this paper, the manned aircraft is configured for manned flight in cultural, entertainment, leisure, scenic, or tourism scenarios. This scenario belongs to a different field from aircraft used for military, law enforcement, emergency rescue, transportation, or logistics. The design purpose of this application also includes providing teenagers and children with a new (safe and independent) sport of flying, cultivating their interest in science and technology, and preventing them from becoming overly addicted to online games.

[0101] Because the design aims to enable a large number of teenagers, children, and ordinary people (non-professional pilots) to fly the plane themselves, extremely high safety is required to ensure that the plane never crashes. Therefore, mechanical restraint facilities were designed to limit the first restraint space to improve safety.

[0102] Calculating mass parameters (especially passenger weight) using a pre-set model incorporating power parameters (instead of conventional weighing) and displaying this information to users may seem simple, but it holds significant importance for flight safety. Among thousands of flight parameters, mass parameters (passenger weight, total aircraft weight, or aircraft tare weight) are among the few that don't fluctuate drastically, are easy to observe and identify, and are particularly easy to verify. Passenger weight, in particular, is one of the most familiar and verifiable parameters for passengers. Furthermore, it has the unique characteristic that different people have different weights, making it impossible for aircraft / operating companies to virtually or pre-set the weight data for every passenger. The model's input parameters include power parameters measured (in real-time) by sensors, which can be used to analyze the real-time safety status of the aircraft's power components and the sensors used in the model. Therefore, calculating and displaying passenger weight using power parameters is a rare and ideal solution that allows passengers to verify its authenticity, validate the reliability of the aircraft's safety system, and alleviate safety anxieties.

[0103] For example, if a passenger's actual weight is 50 kg, and the model calculates a weight value between 49 and 51 kg with a deviation within 2%, the passenger can visually or aurally determine that the manned aircraft is in good safety condition and can ride and fly with peace of mind. If the model calculates a weight value with a large deviation (e.g., less than 30 kg or greater than 80 kg), the passenger can visually or aurally determine that the manned aircraft is in poor safety condition and take appropriate action immediately to ensure safety.

[0104] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The preferred embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0105] Please refer to Figures 1, 12, and 14-18. The following are embodiments of multiple mechanical restraint facilities provided in this application:

[0106] Please refer to Figures 12, 15, 16, 17, 18, 21, and 22 for an embodiment of a mechanical restraint facility provided in this application:

[0107] The mechanical restraint facility is a first mechanical restraint facility, which is configured to restrain the manned aircraft 100 from manned flight within the first restraint space defined by the mechanical restraint facility;

[0108] The first mechanical restraint facility includes a track assembly and a barrier assembly for defining the first restraint space.

[0109] The track assembly includes a suspended track 560 and a safety connection assembly 580. One end of the safety connection assembly 580 is connected to the track 560 and can move along the length of the track 560. The other end of the safety connection assembly 580 is used to connect to the manned aircraft 100.

[0110] The arresting assembly includes a bottom arresting member 520 located below the track 560 for preventing the manned aircraft 100 from crossing the boundary from below via the bottom arresting member 520; and / or, the arresting assembly includes a top arresting member 510 located above the track 560 for preventing the manned aircraft 100 from crossing the boundary from above via the top arresting member 510 and / or from flying from one side of the track 560 to the other; and / or, the arresting assembly further includes a left arresting member 530 located to the left of the track 560 for preventing the manned aircraft 100 from crossing the boundary from the left via the left arresting member 530; and / or, the arresting assembly further includes a right arresting member 540 located to the right of the track 560 for preventing the manned aircraft 100 from crossing the boundary from the right via the right arresting member 540.

[0111] Optionally, one end of the safety connection component 580 is connected to the track 560 and can move along the length extension direction of the track 560, wherein the track component further includes a track vehicle 570 disposed on the track 560, one end of the safety connection component 580 is connected to the track vehicle 570, and the track vehicle 570 can move along the length extension direction of the track 560.

[0112] The top, bottom, left, and right barriers, along with the track assembly, provide dual protection against overrunning, enhancing safety.

[0113] The top arresting element 510 includes a horizontal top arresting element 510A to prevent the manned aircraft 100 from crossing the boundary above the horizontal top arresting element 510A; or, the top arresting element 510 includes a vertical top arresting element 510I to prevent the manned aircraft 100 from flying from one side to the other above the track 560; or, the top arresting element 510 includes a horizontal top arresting element 510A and a vertical top arresting element 510I, with the vertical top arresting element 510I located below the horizontal top arresting element 510A. This top arresting element 510 is then referred to as a Class T top arresting element 510.

[0114] Horizontal top barriers are simple, feasible, and safe. Vertical top barriers prevent items from flying from one side to the other and prevent safety connection components from getting tangled in the track.

[0115] Please refer to Figure 21. In this embodiment, the top barrier 510, which includes both a horizontal top barrier 510A and a vertical top barrier 510I, is "T"-shaped. The default top barrier 510 is the horizontal top barrier 510A. In other embodiments, the top barrier 510 can be either a Type I top barrier 510 or a Type A top barrier 510. If the top barrier 510 includes the vertical top barrier 510I but does not include the horizontal top barrier 510A, then the top barrier 510 is called a Type I top barrier 510. If the top barrier 510 includes the horizontal top barrier 510A but does not include the vertical top barrier 510I, then the top barrier 510 is called a Type A top barrier 510.

[0116] Furthermore, this embodiment also includes any one or more of the following preferred options 1.1, 1.2, 1.3 and 1.4.

[0117] Preferred Option 1.1: The vertical distance between the top arresting element 510 and the track 560 is less than the distance between the upper and lower surfaces of the manned aircraft 100, and / or the top arresting element 510 is used to prevent the manned aircraft 100 from flying above the track 560. This option can fully utilize the safety advantages of the track assembly, while reducing the risks of the manned aircraft 100 flying above the track, falling and hitting the track, and the safety connection components becoming entangled in the track.

[0118] When manned spacecraft 100 flies above orbit 560, it means that the lower surface of manned spacecraft 100 is higher than the upper surface of orbit 560. In other words, the entire manned spacecraft 100 flies above orbit 560.

[0119] Preferred Option 1.2: The vertical distance between the bottom arresting member 520 and the track 560 is greater than the sum of the maximum length of the safety connection assembly 580 and the distance between the upper and lower surfaces of the manned spacecraft 100. Furthermore, these two parameters are close in magnitude. That is, the bottom arresting member 520 is located below the lower boundary of the first constraint space S12, and the two are close vertically. In this option, the bottom arresting member and the track assembly provide dual protection against underrun, which is beneficial for safety, and do not interfere with the operation of the track assembly, thus maximizing the performance of the track assembly.

[0120] Preferred Option 1.3: The left barrier 530 is located to the left of the left boundary of the first constraint space S12, and the two are close to each other. Furthermore, the lateral distance between the left barrier 530 and the track 560 is greater than the maximum length of the safety connection assembly 580. These two parameters are also close in magnitude. The left barrier and the track assembly provide dual protection against left-side boundary crossing, which is beneficial for safety without interfering with the operation of the track assembly, maximizing the performance of the track assembly.

[0121] Preferred Option 1.4: The right barrier 540 is located to the right of the right boundary of the first constraint space S12, and the two are close to each other. The lateral distance between the right barrier 540 and the track 560 is greater than the maximum length of the safety connection assembly 580. Furthermore, the magnitudes of these two parameters are close. The right barrier 540 and the track assembly provide dual protection against right-side overrun, which is beneficial for safety and does not interfere with the operation of the track assembly.

[0122] The mechanical restraint system includes a track assembly, and the addition of a bottom stopper 520, a left stopper 530, or a right stopper 540 can increase safety redundancy and eliminate passengers' fear of heights.

[0123] If the barrier assembly includes a top barrier 510, a bottom barrier 520, a left barrier 530, and a right barrier 540, then the barrier assembly forms a utility tunnel assembly. The internal passage formed by the inner walls of the top barrier 510, bottom barrier 520, left barrier 530, and right barrier 540 is the internal passage of the utility tunnel assembly.

[0124] Any mechanical restraint device includes a track assembly and a gallery assembly, with the track 560 contained within the internal passageway. The track 560 is located between the left barrier 530 and the right barrier 540. The track 560 is located above the bottom barrier 520. The track 560 is located below the top barrier 510.

[0125] Optionally, track 560 is located in the upper-middle part of the internal passageway of the utility tunnel assembly. This scheme is a comprehensive layout that is simple and effective.

[0126] Any one or more of the top arresting member 510, bottom arresting member 520, left arresting member 530, and right arresting member 540 may be referred to as arresting members. The tunnel assembly is used to prevent the manned aircraft 100 from detaching from the internal passage of the tunnel assembly. The tunnel assembly is also used to prevent the manned aircraft 100 from detaching from the first constraint space S11. The tunnel assembly includes a top arresting member 510 located above the internal passage, a bottom arresting member 520 located below the internal passage, a left arresting member 530 located to the left of the internal passage, and a right arresting member 540 located to the right of the internal passage. The first constraint space defined by the track 560 and the safety connection assembly 580 may also be referred to as a track-type first constraint space and a first constraint space defined by the track assembly. The first constraint space S11 defined by the tunnel assembly may also be referred to as a tunnel-type first constraint space S11. Specifically, the first constraint space S11 of the pipe gallery type is enclosed by the top barrier 510, the bottom barrier 520, the left barrier 530 and the right barrier 540, and the boundary of the first constraint space S11 of the pipe gallery type is formed by the inner walls of the top barrier 510, the bottom barrier 520, the left barrier 530 and the right barrier 540.

[0127] The first constraint space defined by a mechanical restraint facility is generally not labeled. However, for ease of identification with the first constraint space S12 defined by the track assembly and the first constraint space S11 defined by the utility tunnel assembly, the first constraint space defined by a mechanical restraint facility in certain locations may be labeled S1. If the mechanical restraint facility only contains the utility tunnel assembly, then the first constraint space defined by the mechanical restraint facility is the same as the first constraint space S11 defined by the utility tunnel assembly. If the mechanical restraint facility only contains the track assembly, then the first constraint space defined by the mechanical restraint facility is the same as the first constraint space S12 defined by the track assembly.

[0128] The first constraint space S1, defined by the track assembly and the top barrier, the first constraint space S12 defined by the track assembly, and the first constraint space S11 defined by the tube gallery assembly are all different in shape, size, and characteristics.

[0129] Referring to Figure 14, the boundary of the first constraint space S12 defined by the track assembly has the following cross-sectional shape: when the first end of the safety connection assembly 580 is connected to the track 560, the second end of the safety connection assembly 580 is connected to the manned aircraft 100, and the safety connection assembly 580 is at its maximum length, the line connecting the outermost position points that the manned aircraft 100 can reach in a 360-degree direction (including up, down, left, and right) under normal flight conditions, with the first end of the safety connection assembly 580 as the center, is the first constraint space S12. The boundary of the first constraint space S12 has a circular or approximately circular cross-sectional shape. Because the manned aircraft 100 is top-facing under normal flight conditions, and because the second end of the safety connection assembly 580 is normally located in the upper-middle part of the manned aircraft 100, the distance between the manned aircraft 100 and the first end when it is at its lowest point may not be the same as the distance between the manned aircraft 100 and the first end when it is at its highest point.

[0130] The first constraint space S12 is a cylindrical space drawn along the extension direction of the track 560. A key advantage of the track assembly and the first constraint space S12 is that it avoids the safety hazards associated with unrestrained flight of the aircraft (e.g., preventing the aircraft from flying unrestricted to altitudes of hundreds or thousands of meters, and preventing high-altitude crashes). However, there is a risk that the manned aircraft 100 may fly above the track 560 (in the event of a malfunction or control error, it may fall from above and crash into the track 560, first crashing into the track 560 and then falling again, or becoming entangled in the track 560).

[0131] Please refer to Figures 12, 13, 17, 18, and 19. The internal passage of the utility tunnel assembly is equipped with barriers at the top, bottom, left, and right, which define and form a first constraint space S11. This first constraint space S11 can be considered as the space occupied by the internal passage. The cross-sectional shape of the first constraint space S11 defined by the utility tunnel assembly is a shape formed by the inner walls of the top barrier 510, bottom barrier 520, left barrier 530, and right barrier 540. This shape is rectangular in Figures 12 and 13, and circular in Figure 19. The edges of this shape are the boundaries of the first constraint space S11. In other embodiments, it can also be trapezoidal or rhomboid.

[0132] The width, height, and length of the manned aircraft 100 are all smaller than the corresponding dimensions of the internal passageway of the utility tunnel. Under normal circumstances, the manned aircraft 100 can fly freely inside the utility tunnel. The utility tunnel components can prevent the manned aircraft 100 from flying unrestrainedly outside the internal passageway (e.g., at altitudes of hundreds or thousands of meters, which could lead to serious accidents such as high-altitude crashes). When the manned aircraft 100 loses power or malfunctions during flight, its movement can be promptly restricted by the restraint components, such as stopping its descent, thereby preventing the accident situation from worsening.

[0133] The key advantage of the utility tunnel assembly and the first constrained space S11 is that it can avoid the safety hazards caused by unconstrained flight of aircraft (such as preventing aircraft from flying unrestricted to altitudes of hundreds or thousands of meters, and preventing high-altitude crashes). However, there is a slight risk that the manned aircraft 100 is more likely to collide with the barrier components and the inner wall of the utility tunnel than in an open space.

[0134] Referring to Figure 12, in this embodiment, the characteristics of the first constraint space S1 jointly defined by the track assembly and the tunnel assembly are as follows: the upper boundary of the first constraint space S1 is defined by the upper boundary of the first constraint space S11 defined by the tunnel assembly, and the boundary below the upper boundary of the first constraint space S1 is defined by the first constraint space S12 defined by the track assembly. The cross-sectional shape of the first constraint space S1 jointly defined by the track assembly and the tunnel assembly is a figure formed by the overlapping portion of the (rectangular) first constraint space S11 defined by the tunnel assembly and the (circular) first constraint space S12 defined by the track assembly. In this embodiment, the figure of the first constraint space S1 is semi-circular or heart-shaped. When the safety connection assembly 580 is at its maximum length, the manned aircraft 100 cannot fly to the left and right side walls and the bottom side wall of the tunnel.

[0135] The left boundary of the first constraint space S12 of the orbit is the leftmost position that the manned spacecraft 100 can reach when it flies to the left.

[0136] The right boundary of the first constraint space S12 of the orbit is the rightmost position that the manned spacecraft 100 can reach when it flies to the right.

[0137] The lower boundary of the first constraint space S12 of the orbit is the lowest position that the manned spacecraft 100 can reach when flying downwards.

[0138] The upper boundary of the first constraint space S12 of the orbit is the highest position that the manned spacecraft 100 can reach when it flies upward.

[0139] Please refer to Figures 1, 14, 15, 16, 17, and 18 for a second embodiment of the mechanical restraint facility: The mechanical restraint facility is a second mechanical restraint facility, which includes a track assembly. This mechanical restraint facility is configured to restrain a manned aircraft 100 during manned flight within a first restraint space defined by the mechanical restraint facility. The track assembly includes a suspended track 560 and a safety connection assembly 580. One end of the safety connection assembly 580 is connected to the track 560 and is movable along the length of the track 560. The other end of the safety connection assembly 580 is used to connect to the manned aircraft 100. The technical solutions for the track assemblies included in the first and second mechanical restraint facilities are the same.

[0140] Please refer to Figure 13, Embodiment 3 of the mechanical restraint facility: The mechanical restraint facility is a third mechanical restraint facility, which includes a tunnel assembly. This mechanical restraint facility is configured to restrain the manned aircraft 100 during manned flight within a first restraint space defined by the mechanical restraint facility. The tunnel assembly includes a top stopper 510 located above the internal passage of the tunnel assembly, a bottom stopper 520 located below the internal passage, a left stopper 530 located to the left of the internal passage, and a right stopper 540 located to the right of the internal passage. The tunnel assembly included in the third mechanical restraint facility is the same as the tunnel assembly technical solution described in the preferred embodiment of the first mechanical restraint facility.

[0141] The vertical distance between track 560 and the bottom object below track 560 is set to be greater than 1.1 times the distance between the upper and lower surfaces of the manned aircraft 100, or greater than 10 cm between the lower surface of track 560 and the bottom surface when the manned aircraft 100 is suspended from track 560 by safety connection assembly 580. The bottom object is the ground or bottom arrestor 520. The vertical distance between track 560 and the bottom object below track 560 can be between 1.1 times and 1000 times the distance between the upper and lower surfaces of the manned aircraft 100. The larger the distance, the larger the flight area, but the higher the cost. Typically, the length of safety connection assembly 580 is less than the difference between this vertical distance and the distance between the upper and lower surfaces of the manned aircraft 100.

[0142] Preferred embodiment 1 of embodiments one, two, and three of the mechanical restraint facility and any of the preferred embodiments: Based on any of these embodiments,

[0143] The track assembly also includes a track vehicle 570 disposed on track 560. The track vehicle 570 is equipped with a vehicle drive. One end of the safety connection assembly 580 is connected to the track vehicle 570. The track vehicle 570 can move along the length extension direction of track 560 under the drive of the vehicle drive. The mechanical restraint facility also includes a second information acquisition module. The second information acquisition module includes a second communication module or a second sensor module for communicating with the first communication module of the manned aircraft 100.

[0144] The railcar 570 can acquire the forward / backward direction or forward / backward direction and speed information of the manned aircraft 100 through the second information acquisition module. Along the length extension direction of the track 560, the railcar 570 can move in the same direction as the manned aircraft 100; and / or,

[0145] The track assembly includes an unwinding mechanism driven by an unwinding driver. This mechanical restraint facility can acquire information about the inward and outward directions or inward and outward directions and speed of the manned aircraft 100 via a second information acquisition module. The unwinding mechanism can increase the length of the safety connection assembly when the manned aircraft is flying outward.

[0146] Naturally, the unwinding mechanism can reduce the length of the safety connection assembly when the manned aircraft is flying inward.

[0147] The railcar 570 is equipped with a vehicle drive unit, which is mounted on the frame of the railcar 570 by default. In some cases, the vehicle drive unit may be detached from the railcar 570, for example, the railcar 570 may be driven by the vehicle drive unit via a cable.

[0148] Along the length of track 560, the track vehicle 570 can move in the same direction as the manned aircraft 100, avoiding interference that would require the manned aircraft 100 to pull the safety connection component 580. The forward and backward movement of the track vehicle, the winding and unwinding movement of the unwinding mechanism, plus the three-dimensional movement of the manned aircraft, constitute a total of five-dimensional motion. This facilitates sightseeing and testing of the manned aircraft 100.

[0149] Please refer to Figure 22. Preferred embodiment 2, based on any of the above-described embodiments and preferred solutions of the mechanical restraint facilities, involves at least two mechanical restraint facilities stacked vertically. This stacking does not refer to the stacking of the track assembly and the pipe gallery assembly within the same mechanical restraint facility. Rather, it refers to the stacking of two independent mechanical restraint facilities. As shown in Figure 22, the mechanical restraint facility 501 in the first layer and the mechanical restraint facility 502 in the second layer, which includes the vertical top barrier 510I, are of different types. Furthermore, the heights of the two layers of mechanical restraint facilities are inconsistent.

[0150] Preferred embodiment 3, based on embodiment 1 or 3: The bottom arresting element 520 contains a flexible material. The flexible material can be a nylon mesh, a sponge pad, or an inflatable pad. The bottom arresting element is flexible, which can reduce the collision force with the manned aircraft 100, thereby reducing the potential risk of damage.

[0151] Preferred embodiment 4 based on any of the above-mentioned mechanical restraint facilities and any preferred embodiment: the height of the space below the first restraint space is sufficient for the passage of people or vehicles, and the utility tunnel formed by the utility tunnel assembly is an aerial utility tunnel; the mechanical restraint facilities are connected end to end or configured as horizontal and elongated. As shown in Figure 22, the mechanical restraint facility 501 of the first layer is removed, and the mechanical restraint facility 502 of the second layer is elevated, the height of the space below the first restraint space is sufficient for the passage of people or vehicles, and the utility tunnel formed by the utility tunnel assembly is an aerial utility tunnel.

[0152] Horizontal structures, where the length is greater than the height, better meet the user's need for forward flight. While flight primarily involves vertical movement, similar to an elevator, soaring through the skies often refers to forward flight, which aligns better with general needs. Long, narrow structures, where the length is greater than both the height and width, also better meet the user's need for forward flight. All mechanical restraint structures mentioned in this article are long, narrow, or horizontal; please refer to Figures 15 and 16 for specific examples. Land is a scarce resource; overlapping multiple facilities vertically or forming elevated utility tunnels helps save land resources, reduce operating costs, and avoid obstructing pedestrian and vehicular traffic.

[0153] Referring to Figures 15 and 16, in one implementation scenario, the length of the safety connection component 580 is adjustable. The adjustable-length safety connection component 580 can shorten when the manned aircraft 100 approaches the railcar 570, and extend when the manned aircraft 100 moves away from the railcar 570. The adjustable-length safety connection component 580 can be adjusted according to different situations and needs, providing a more flexible safety control method to adapt to the requirements of different flight scenarios and conditions.

[0154] The safety connection component 580 is flexible and can provide cushioning when the manned aircraft 100 flies to a position close to its limit length, or can suspend the manned aircraft 100 to prevent it from falling and provide cushioning when the manned aircraft 100 malfunctions.

[0155] In one embodiment, the safety connection assembly 580 is composed of at least two connectors with different elastic coefficients connected in series. The connectors with low elastic coefficients do not exert force on the flight of the manned aircraft 100 within their own length range and do not affect its flight. When the manned aircraft 100 flies beyond a radius exceeding half the maximum length of the safety connection assembly 580, the connectors with high elastic coefficients can be used to apply tension as the manned aircraft 100 flies outward, enhancing safety.

[0156] In some implementations, the top arresting element 510 is configured to provide rain protection for the manned aircraft 100. The top arresting element 510 is made of waterproof materials, such as fiberglass or corrugated steel. This can significantly extend the operating hours of the flight system in rainy weather and increase revenue.

[0157] Please refer to Figure 23. Based on any of the embodiments of Example 1, various preferred solutions, and Example 3, preferred solution 4 is as follows: The track assembly further includes a second track 560-2 and a second safety connection component 580-2. One end of the second safety connection component 580-2 is connected to the second track 560-2 and can move along the length extension direction of the second track 560-2. The other end of the second safety connection component 580-2 is connected to the manned aircraft 100. The second track 560-2 is parallel to the track 560 and located at a different position.

[0158] The second track 560-2 and the second safety connection component 580-2 not only provide safety redundancy and increase safety, but also optimize motion characteristics and the first safety space by crossing the second safety connection component 580-2 with the safety connection component 580.

[0159] One end of the second safety connection component 580-2 is connected to the second railcar 570-2 disposed on the second rail 560-2, and the second railcar 570-2 can move along the length extension direction of the second rail 560-2.

[0160] Furthermore, the second railcar 570-2 is equipped with a second vehicle drive for driving the second railcar 570-2 to move along the length extension direction of the second track 560-2.

[0161] Manned aircraft 100, railcar 570, and second railcar 570-2 can move in the same direction.

[0162] In this article, the railcar and the track are compatible. The second railcar 570-2 is compatible with the second track 560-2.

[0163] 5. The manned aircraft according to claim 1, wherein the track assembly further comprises a second track vehicle;

[0164] Please refer to Figures 15 and 16. Compared to Figure 15, in Figure 16, both the manned aircraft 100 and the railcar 570 have moved forward.

[0165] As shown in Figure 17 (rear view), the manned aircraft 100 flies to the lower left corner of the constrained space. As shown in Figure 18 (rear view), the manned aircraft 100 flies to the upper right corner of the constrained space.

[0166] The manned aircraft 100 can fly in both the extended and slack states of the safety connection component 580. When the manned aircraft 100 continues to fly in the original direction with the safety connection component 580 extended to its maximum extent, the manned aircraft 100 will be pulled by the safety connection component 580 during flight, thereby protecting the aircraft and personnel.

[0167] In any of the embodiments described herein: the safety connection component 580 enables the manned aircraft 100 to be suspended from the track 560 and / or mitigates the impact force when the manned aircraft 100 falls from above. The manned aircraft 100 being suspended from the track 560 means that the manned aircraft 100 is completely or partially off the ground. "Ground" refers to the ground or the ground restraints. "Partially off the ground" means that one end is on the ground while the other end is not. "Mitigates the impact force when the manned aircraft 100 falls from above" includes the case of complete contact with the ground, but the safety connection component 580 generates a pulling force, in which case part or all of the impact force has been reduced. "Fall" refers to an uncontrolled descent.

[0168] The beneficial effects of this application are:

[0169] Referring to Figures 1, 15, 16, 17, and 18, in the track assembly, one end of the safety connection component 580 can move along the length of the track 560, allowing the manned aircraft 100 to move freely along the track 560. Thus, when the manned aircraft 100 is in flight, a sliding connection is established between the safety connection component 580 and the track 560. This safe connection between the aircraft and the track 560 improves flight safety (preventing the aircraft from uncontrollably flying to altitudes of hundreds or thousands of meters, which could lead to a major crash) and expands the airspace for forward and backward flight, facilitating sightseeing. When the manned aircraft 100 loses power or becomes out of control, the safety connection component 580 can hold it back or mitigate the impact of its descent. Limitation is constraint.

[0170] Referring to Figure 12, in summary, the first mechanical restraint facility shown in Embodiment 1 achieves excellent results. The boundary of the first restraint space S12, defined by the track assembly, effectively restrains the manned aircraft 100 to its maximum flight space below, to the left, and to the right. The boundary of the first restraint space S11, defined by the corridor assembly, extends outwards, providing double protection. The boundary of the first restraint space S11, defined by the corridor assembly, also prevents external objects from impacting or colliding with the manned aircraft 100. In particular, the top arresting member 510 can prevent a series of problems such as the aircraft flying onto the track 560, crashing, falling onto the guide rail and then falling again, and the safety connection component 580 (safety rope) becoming entangled in the guide rail.

[0171] Basic implementation plan for mechanical restraint facilities:

[0172] Various mechanical restraint facilities can be transformed into one another. A combination of a second mechanical restraint facility and a third mechanical restraint facility can become a first mechanical restraint facility. Adding a top barrier 510 to a second mechanical restraint facility can evolve it into a first mechanical restraint facility. Simultaneously equipping a first mechanical restraint facility with a top barrier 510, a bottom barrier 520, a left barrier 530, and a right barrier 540 can achieve the same effect as a first mechanical restraint facility.

[0173] The utility tunnel assembly may also include a utility tunnel support frame, or the barrier assembly may contain a barrier support frame or possess sufficient strength to function as a barrier support frame. For example, the barrier assembly may include a steel frame. The barrier prevents the manned aircraft 100 from crossing the boundary; this barrier refers to a contact barrier. The specific barrier location is the position of the barrier component.

[0174] The internal passageway extends vertically to the top, bottom, left, and right, i.e., around or around the internal passageway. This "around" or "around" refers to the area surrounding or surrounding the internal passageway perpendicular to its length. The width of the internal passageway of the utility tunnel assembly is greater than the width of the manned aircraft 100, the height of the internal passageway is greater than the height of the manned aircraft 100, and the length of the internal passageway is greater than the length of the manned aircraft 100.

[0175] Please refer to Figure 19. Special note: The top barrier 510, bottom barrier 520, left barrier 530, and right barrier 540 only indicate that there are second barriers in all four locations; they do not imply that these second barriers in these four locations must be physically separated. The top barrier 510, bottom barrier 520, left barrier 530, and right barrier 540 can be the same pipe fitting. For example, this pipe fitting could be a round pipe and a square pipe.

[0176] The inner wall of the second barrier of the pipe gallery assembly is the boundary of the first constraint space S11.

[0177] Please refer to Figure 19, which illustrates an embodiment of a circular pipe gallery assembly: the second barrier of this assembly is a circular pipe; as shown, two straight lines A1A3 and A2A4 are added, both passing through the longitudinal axis O' and intersecting each other at 90 degrees; A1 points to the upper left, A3 points to the lower right; A2 points to the upper right, and A4 points to the lower left. The line connecting A1 and A4 can be classified as the left barrier 530. The line connecting A2 and A3 can be classified as the right barrier 540. The line connecting A1 and A2 can be classified as the top barrier 510. The line connecting A3 and A4 can be classified as the bottom barrier 520.

[0178] In some other implementations, the angles of the two straight lines in Figure 19 can also be adjusted. That is, the arc and length of the lines connecting A1 and A4, A2 and A3, A1 and A2, and A3 and A4 can be changed. It is only necessary to include the leftmost boundary in the boundary of the left barrier, the rightmost boundary in the boundary of the right barrier, the topmost boundary in the boundary of the top barrier, and the bottommost boundary in the boundary of the bottom barrier.

[0179] The safety connection assembly 580, connected to one end of the track 560, may be referred to as the first end, and the other end used to connect to the manned aircraft 100 may be referred to as the second end. The length of the safety connection assembly 580 refers to the length between the first end and the second end of the safety connection assembly 580. The track 560 can be designed as a straight line, a curved line, or a loop, depending on specific flight requirements and space constraints.

[0180] The top barrier 510 is by default flat, with its top being the top of the flat surface. It can also be A-shaped, umbrella-shaped, or arc-shaped, in which case it will have a distinct top. The top of the top barrier is located above the track 560, meaning it covers the track 560. "Above the track 560" does not mean the entire barrier is above the track 560; it also includes situations where only the top of the barrier is above the track 560. The connecting pieces between the left and right barriers are also considered barriers.

[0181] The top barrier 510 can be a metal plate, a plastic plate, or a stainless steel glass plate. The left barrier 530 and the right barrier 540 can be metal railings, nylon mesh, or stainless steel glass plates. In other implementations, the top barrier 510, bottom barrier 520, left barrier 530, and right barrier 540 of the internal passage of the utility tunnel assembly are all flexible material components. In the embodiments and drawings, the barriers are flat. However, they can also be corrugated plates or other curved components.

[0182] Each arresting element is configured to prevent the manned aircraft 100 from passing through it. Since the manned aircraft 100 is inside and the arresting element is outside, "passing through" refers to passing through from the inside to the outside. The top arresting element is configured to prevent the manned aircraft from passing through it and flying upwards. The left arresting element is configured to prevent the manned aircraft 100 from passing through it and flying to the left. The right arresting element is configured to prevent the manned aircraft 100 from passing through it and flying to the right. The bottom arresting element is configured to prevent the manned aircraft 100 from passing through it and flying downwards. The bottom arresting element 520 is used to prevent the manned aircraft 100 from making a hard landing. "Passing through" means penetrating or crossing. "Passing through" means crossing by penetrating.

[0183] Unless otherwise specified, track 560 is a rigid guide rail. Track 560 can be I-shaped, inverted T-shaped, G-shaped, J-shaped, grooved, round, or square. The upper end of track 560 can be connected to track bracket 550. Track 560 is made of stainless steel, engineering plastic, or nylon. The track 560 shown in Figure 7 is an I-beam. In some embodiments, track 560 is a flexible guide rail.

[0184] The safety connection assembly 580 can be made of steel wire rope, carbon fiber rope, nylon rope, iron chain, or corrugated pipe containing steel material.

[0185] There are several ways to suspend the 560 track, such as placing the two ends of the track on two hilltops, two trees, or two houses respectively.

[0186] Referring to Figure 6, the track assembly also includes a track bracket 550 for supporting the track 560. The track bracket 550 is installed on the ground. In some embodiments, the track bracket 550 is installed on the ground via a building. The track bracket 550 may include several sets of support assemblies, such as 550A, 550B, and 550C, composed of vertical beams and horizontal beams. The lower ends of the vertical beams are embedded in or installed on the ground, and the upper ends are supported by horizontal beams, the lower ends of which are fitted with the track 560, thus suspending the track 560 off the ground. The horizontal and vertical beams may be made of stainless steel, engineering plastics, or cement.

[0187] Referring to Figure 7, the railcar 570 can travel back and forth along the track 560, but cannot move laterally or vertically relative to the track 560. The railcar 570 can move back and forth under the drive of the safety connection assembly 580. The railcar 570 includes a roller assembly 5701 that can roll on the track 560, a base 5702, and a connecting part 5703 for connecting to the safety connection assembly 580. The roller assembly 5701 may include three sets of rollers, namely 5701A, 5701B, and 5701C. The rollers are divided into powered wheels driven by a vehicle drive and unpowered wheels not connected to the drive. The roller base is mounted on the base 5702. The railcar 570 is a device equipped with rollers and can slide back and forth along the track 560. The unpowered railcar 570 can slide back and forth along the track 560 by being pulled by the safety connection assembly 580.

[0188] If the track 560 is provided with a rack along its length, the roller is a gear that can roll along the rack. A reducer or clutch can be provided between the drive wheel and the vehicle drive unit. When the clutch disconnects the power transmission link between the vehicle drive unit and the drive wheel, the drive wheel and the track vehicle 570 can move back and forth under the drive of the safety connection assembly 580. A reducer or clutch can be provided between the drive wheel and the vehicle drive unit. When the clutch connects the power transmission link, the vehicle drive unit can drive the drive wheel, causing the track vehicle 570 to move along the length of the track 560. In other embodiments, the track vehicle 570 can also be configured as a magnetic levitation track vehicle, which is magnetically levitated on the track 560 and can travel along the length of the track 560. The vehicle drive unit can be a first motor.

[0189] In a specific implementation, the safety connection component 580 in the track assembly includes an unwinding mechanism driven by an unwinding driver. For example, the unwinding mechanism driven by the unwinding driver is an electric hoist or an electric winch. The unwinding driver may be a second motor.

[0190] Optionally, the base of the unwinding mechanism is mounted on a railcar. The unwinding drive, unwinding mechanism, and unwinding controller can be integrated into one unit.

[0191] If the first end of the safety connection component 580 is fixed to the track 560, the movement space of the manned aircraft 100 is only a pendulum-shaped spherical space. If the first end of the safety connection component 580 and the track vehicle 570 can slide along the track 560, the space in which the manned aircraft 100 can be safely piloted is a cylindrical space. Compared to the pendulum-shaped spherical space (which can only achieve swinging), this significantly extends the forward and backward flight distance of the safe manned aircraft 100, increases the enjoyment of passengers flying in the blue sky, and facilitates sightseeing and recreation for passengers.

[0192] The same track 560 allows multiple railcars 570 (used to connect manned aircraft 100) to glide at different positions on the track 560, and the travel speeds of the multiple railcars 570 at different positions and the safe manned aircraft 100 connected to each railcar 570 can be different. Just as cars at different positions on the same road can freely adjust their speeds instead of having to travel at the same speed and in the same direction, this greatly enhances the flexibility of the flight system. The track 560 can be fixed to the track support 550 to improve strength.

[0193] The length of the first restraint space defined by the mechanical restraint facility can extend from several meters to several kilometers to tens of kilometers, accommodating at least one manned aircraft 100 for flight and providing sufficient flight distance for the manned aircraft 100. The width and height of the mechanical restraint facility are sufficient to accommodate the flight of the manned aircraft 100 while ensuring that the manned aircraft 100 can be safely controlled in flight. In this embodiment, the mechanical restraint facility is used to constrain the maximum flight space of the manned aircraft 100, thereby improving flight safety.

[0194] In another embodiment, please refer to Figure 8, which is a structural schematic diagram of an embodiment of the cableway-type track assembly provided in this application. The track assembly includes a cableway system 590, which comprises a first cable sheave 5901, a second cable sheave 5902, and a cable 5903; the cable 5903 is sleeved on the first cable sheave 5901 and the second cable sheave 5902. The cable 5903 moves together with the first cable sheave 5901 and the second cable sheave 5902 when they rotate. The bases of the first cable sheave 5901 and the second cable sheave 5902 are mounted at both ends of a track support 550. The track support 550 supports the cable 5903 off the ground.

[0195] One end of the safety connection component 580 is connected to the cable connection portion 5904 of the cable 5903 above the ground in the cableway system 590. This end can move together with the cable connection portion 5904 of the cable 5903. When the safe manned aircraft 100 is suspended from the cable 5903 via the safety connection component 580, it can move away from the bottom sidewall of the corridor. The cable 5903 can be a steel wire rope, nylon rope, or carbon fiber rope. The track 560 is a road with a constrained trajectory.

[0196] Relative to the track support 550, the cable 593 can rotate around the first cable sheave 591 and the second cable sheave 592. The principle of the cableway system 590 is similar to that of belt-driven motion mechanisms in the prior art. In this implementation scenario, the railcar 570 cannot move relative to the cable 593. That is, the manned aircraft 100 can only control its vertical speed and acceleration during flight, while its horizontal speed and acceleration are controlled by the cableway system 590. In this text, the cable 593 refers to the cable sleeved on the first cable sheave 591 and the second cable sheave 592 and capable of moving simultaneously with both. The Range Rover, fixed to the track support 550 and unable to rotate and move together with the cable sheave 591, is equivalent to the track 560 mentioned above. The fixed track 560 serves to provide support, increase strength, and enhance safety.

[0197] Please refer to Figure 9, which is a structural schematic diagram of an embodiment of a security connection component according to this application. The security connection component 580 includes an automatic winding mechanism 580A and a cable wound on a spool of the automatic winding mechanism 580A.

[0198] Please refer to Figure 10, which is a structural schematic diagram of a second embodiment of the safety connection assembly provided in this application. The safety connection assembly 580 includes an elastic connector 580B. The elastic connector 580B is a bellows, a spring, or an elastic safety belt.

[0199] Please refer to Figure 11, which is a structural schematic diagram of the third embodiment of the safety connection assembly provided in this application. The safety connection assembly 580 includes an inner tube 5801, an outer tube 5802, and an inner tube pin 5803. The inner tube 5801 is nested within the outer tube 5802. The inner tube pin 5803 is provided at the end of the inner tube 5801 that extends into the outer tube 5802. An opening groove is formed on the side wall of the outer tube. The inner tube pin 5803 extends out of the opening groove. The inner tube pin 5803 engages with the groove on the outer tube 5802 to limit the extension length of the inner tube 5801 relative to the outer tube 5802 and to prevent the inner tube 5801 from slipping off the outer tube 5802. The two ends of the safety connection assembly 580 can be connected to the safety manned aircraft 100 and the track 560 respectively via universal couplings or ball joints. The universal couplings or ball joints allow the safety connection assembly 580 to be adjusted in angle relative to the manned aircraft 100 and the track 560.

[0200] Explanation of the second constraint space S2: The second constraint space is the second safety space. The first constraint space is the first safety space.

[0201] Please refer to Figures 12 and 14. In the first constraint space S12 defined by the track assembly, when the manned aircraft 100 reaches the boundary of the first constraint space S12 when the safety connection assembly extends to its maximum extent, although no hard collision will occur, the pulling of the safety connection assembly 580 will cause the flight to lose balance.

[0202] Please refer to Figure 13. When the manned aircraft 100 reaches the boundary of the first constraint space S11 defined by the tunnel assembly, a collision is likely to occur.

[0203] Therefore, setting a second constraint space S2 within the first constraint space can reserve buffer, response, and processing time and space to prevent the manned aircraft 100 from reaching the boundary of the first constraint space, which is beneficial to safety.

[0204] Please refer to Figures 12, 13, and 14. Part or all of the boundary of the second constraint space lies within the boundary of the first constraint space. Preferably, within the same orientation, the boundary of the second constraint space located within the boundary of the first constraint space is close to the boundary of the first constraint space. "Same orientation" refers to the same sector within a circle, or the same direction within a rectangle. For example, both being to the left, right, top, or bottom.

[0205] If the boundary of the second constraint space is in direct contact with the boundary of the first constraint space, or if the distance between them is too small, the manned aircraft 100 may reach the boundary of the first constraint space S11 and collide with the arresting device, or become unbalanced due to the extreme tension of the safety connection component 580. Although it will not crash, it will cause discomfort and panic among passengers. If the distance between them is too large, the free movement space of the second constraint space, i.e., the manned aircraft 100, will be reduced, the user experience will be worse, and warning messages about the manned aircraft 100 flying over the second constraint space will be generated frequently.

[0206] As shown in Figures 1, 12, 17, 18, 21, and 22, the first constraint space S12 can also include an area for avoiding the guide rail. As shown in Figure 14, a smaller circle containing the guide rail can be set inside the circles of S12 and S2 as a no-fly zone.

[0207] As shown in Figure 12, the boundary between the first constraint space S12 and the second constraint space S2 has a gap in the upper middle part to avoid the track.

[0208] Specifically, approximately: in the same orientation, the distance between the boundary of the second constraint space and the boundary of the first constraint space is greater than the distance between the boundary of the second constraint space and the vertical axis O'. The track 560 is located below the center of a top barrier member, meaning that in the left-right direction, the distance between the track 560 and the center of the top barrier member is less than the distance between the track 560 and the left or right end of the top barrier member.

[0209] In other implementation scenarios, at least one smaller constraint space can be set in the second constraint space. The spacing between these constraint spaces can refer to the spacing setting scheme described above, and will not be repeated here.

[0210] Referring to Figures 1-5, this application also provides an embodiment of a manned aircraft:

[0211] A manned aircraft 100 includes a manned aircraft body 110, a safety processing component 152, a flight control module 153, and at least one set of power components 160; the safety processing component 152, the flight control module 153, and the power components 160 are all mounted on the manned aircraft body 110.

[0212] The security processing component 152 includes a first security processing unit 152S1 for implementing function C, a second security processing unit 152S2 for implementing function B, and a third security processing unit 152S3 for implementing function A.

[0213] Function C: When the manned aircraft 100 is flying in the first constrained space, identify whether the position and / or movement trend of the manned aircraft 100 is abnormal; when the position and / or movement trend is abnormal, execute the preset first abnormal situation handling scheme.

[0214] Function B: When the manned aircraft 100 is in flight, the values ​​of the input parameters of a preset model are acquired and calculated using the model. This model includes mass parameters and dynamic parameters. Based on the model output values ​​and reference values ​​of the output parameters, the system of the manned aircraft 100 is determined to be abnormal. When the system of the manned aircraft 100 is abnormal, a preset second abnormal situation handling scheme is executed. The input parameters include dynamic parameters, and the values ​​of these dynamic parameters are obtained through sensor measurements; or, the output parameters include dynamic parameters, and the values ​​of the dynamic parameters included in the reference values ​​of these output parameters are obtained through sensor measurements. This scheme facilitates the rapid construction of an automatic, real-time monitoring system.

[0215] Function A: When the manned aircraft 100 is in flight, it acquires the values ​​of the input parameters of the preset model and uses the model to perform calculations. The input parameters include the power parameters, the values ​​of which are obtained by sensors. The output parameters of the model are the mass parameters, and the model output value of the mass parameters is output for display.

[0216] The manned aircraft 100 is configured to carry passengers within a first constraint space defined by the mechanical constraint facilities provided in any of the above-described embodiments 1, 2, 3, and various optional and optimized schemes.

[0217] The power unit 160 is configured to generate lift, enabling the manned aircraft to take off and ascend vertically.

[0218] An abnormal position and / or motion trend of the manned aircraft 100 includes any one of the following four conditions:

[0219] Scenario 1: Manned aircraft 100 has a tendency to break out of the second confined space;

[0220] Scenario 2: Manned aircraft 100 is located outside the second safety restraint space;

[0221] Scenario 3: The manned aircraft 100 has a tendency to reach the boundary of the first constrained space;

[0222] Situation 4: Manned spacecraft 100 has reached the boundary of the first constrained space.

[0223] Any one of the above four situations is an important point for flight safety, and identifying any one of these situations is beneficial to flight safety.

[0224] Optionally, in Embodiment 1 of the manned aircraft: the (comprehensive) first abnormal situation handling scheme includes: issuing a corresponding prompt through the human-machine interface component 155; and / or controlling the power component 160 to reduce at least one of the speed and acceleration of the manned aircraft 100, or to ground the aircraft, or to fly towards a preset safe zone. The prompt includes voice, text, images, prompt sounds, or lights.

[0225] Optional solutions: The following are the corresponding exception handling procedures based on different abnormal situations:

[0226] The first abnormal situation handling scheme corresponding to situation one is as follows: the first safety processing unit 152S1 issues a prompt that "the manned aircraft 100 has a tendency to break away from the second constraint space" through the human-machine interaction component 155; the first safety processing unit 152S1 issues an instruction to the flight control module 153 to reduce the speed, acceleration or stop the flight of the manned aircraft 100.

[0227] The first abnormal situation handling solution corresponding to situation two is as follows: the first safety processing unit 152S1 issues a prompt "the manned aircraft 100 has left the second constraint space" through the human-machine interaction component 155; the first safety processing unit 152S1 issues an instruction to the flight control module 153 to fly to the preset safe area.

[0228] The first abnormal situation handling solution corresponding to situation three is as follows: the first safety processing unit 152S1 issues a prompt that "the manned aircraft 100 has a tendency to break away from the first constraint space" through the human-machine interaction component 155; the first safety processing unit 152S1 issues an instruction to the flight control module 153 to control the power component 160 to reduce the speed or acceleration of the manned aircraft 100 or to stop the flight.

[0229] The first abnormal situation handling scheme corresponding to situation four is as follows: the first safety processing unit 152S1 issues a prompt "the manned aircraft 100 has reached the boundary of the first constrained space" through the human-machine interaction component 155; the first safety processing unit 152S1 issues an instruction to the flight control module 153 to fly to the preset safe area.

[0230] Please refer to the special notes in Figures 14 and 12:

[0231] The first constraint space S12 formed by the track assembly excludes the space occupied by track 560. "Excludes" means not included. For example, as shown in Figure 14, a small circle S120 is set at the location of track 560 as a no-fly zone. In this case, the first constraint space S12 has both inner and outer boundaries. The first constraint space S12 is annular. The outer boundary of the first constraint space is the solid large circle indicated by the label S12. The inner boundary of the first constraint space is the solid small circle indicated by S120. For ease of understanding, the first constraint space can be named after its outer boundary S12. That is, the first constraint space can be called the first constraint space S12. The second constraint space S2, set according to the first constraint space S12 formed by the track assembly, is also annular. The outer boundary of the second constraint space S2 is the dashed large circle indicated by the label S2. The inner boundary of the second constraint space S2 is the dashed small circle indicated by the label S20. For ease of understanding, the second constraint space can be named after its outer boundary S2. That is, the second constraint space can be called the second constraint space S2. As shown in Figure 14, the outer boundary of the second constraint space S2 is located within the outer boundary of the first constraint space S12. Unless otherwise specified, "boundary" refers to the outer boundary. The first constraint space S12 specifically refers to the first constraint space defined by the track assembly.

[0232] The ideal safe zones of the first constraint space S12 and the specifically defined second constraint space S2 are not located at the physical center vertical axis O'.

[0233] The ideal safe zone of the first constraint space S12 is located at the midpoint between the inner and outer boundaries of the annular shape of the first constraint space S12.

[0234] The ideal safe zone of the second constraint space S2 is located at the midpoint between the inner and outer boundaries of the annular shape of the second constraint space S2. For convenience, the midpoint of the first constraint space S12 can be set at the same location as the midpoint of the first constraint space S12.

[0235] It is evident that, with the physical center vertical axis O' (i.e., the location of track 560) as the center, the ideal safe zone locations of the annular zones of the first constraint space S12 and the second constraint space S2 at different angles are also different. The ideal safe zone S21 of the first constraint space S12 and the second constraint space S2 is also circular.

[0236] In this application, flying toward a pre-defined safe zone refers to flying from the boundary of the constrained space toward the center of the constrained space.

[0237] Outward flight refers to a flight direction that moves the aircraft away from the longitudinal axis O'. For example, flying from the longitudinal axis O' towards the boundary of the first constrained space is outward flight.

[0238] Inward flight refers to a flight direction that brings the spacecraft closer to the longitudinal axis O'. For example, flying from the boundary of the constrained space towards the longitudinal axis O' is inward flight. Since the longitudinal axis O' is close to the position of orbit 560, flying towards the longitudinal axis O' can be replaced by flying towards the orbit of the orbital assembly.

[0239] The longitudinal axis O' is also the central axis. In the vertical direction, the center of the first constraint space is located at the midpoint of the line connecting the upper and lower boundaries of the first constraint space. In the horizontal direction, the center of the first constraint space is located at the midpoint of the line connecting the left and right boundaries of the first constraint space. Optionally, the center of the first constraint space is located at the geometric center of the cross-section of the first constraint space. In the track assembly, the longitudinal axis O' points forward and backward, parallel to the length extension direction of the track 560. In the first constraint space S11 defined by the vertical and horizontal barriers of the internal passage of the pipe gallery assembly, the longitudinal axis O' is parallel to the length extension direction of the internal passage. The longitudinal axis O' formed by the track assembly connects to the endpoints of the track 560 via the safety connection assembly 580. The longitudinal axis O' of this space is close to the track 560.

[0240] The middle part of the first constraint space S11 defined by the utility tunnel assembly can coincide with the longitudinal axis O'.

[0241] In one implementation scenario, the current position information needs to be obtained through the positioning system (such as GPS, inertial navigation system, etc.) or sensors on the manned aircraft 100. Using the position of a point in the center of a pre-defined first constraint space as the target position, the target flight direction of the manned aircraft 100 can be planned, and thus the path from the current position to the target position can be planned. This typically involves the application of path planning algorithms, such as A* algorithm, Dijkstra's algorithm, and RRT (Rapidly-exploring Random Tree). After the target position is set and the path is planned, the flight towards the preset safe zone can be executed.

[0242] Optionally, in Embodiment 1 of the manned aircraft: the preset second abnormal situation handling scheme includes: issuing a corresponding prompt through the human-machine interface component 155; and / or controlling the power component 160 to reduce at least one of the flight altitude, speed, and acceleration of the manned aircraft 100 or to ground it. Specifically, the second safety processing unit 152S2 issues a "system abnormality of the manned aircraft 100" prompt through the human-machine interface component 155; the second safety processing unit 152S2 issues commands to the flight control module 153 to reduce the acceleration, speed, flight altitude of the manned aircraft 100 and to make an emergency landing.

[0243] A preferred embodiment of the manned aircraft: Whether the manned aircraft 100 tends to deviate from the second constraint space is determined by analyzing parameters including the current flight direction and current speed of the manned aircraft 100, the distance between the manned aircraft 100 and the boundary of the second constraint space near the current flight direction, and the manual control commands to be executed generated by the control component 151 of the manned aircraft 100, wherein the manual control commands include flight direction commands and speed commands; and / or the first abnormal situation handling scheme includes invalidating the manual control commands that cause or are already abnormal and continue to fly outward; or,

[0244] Whether the manned aircraft 100 has a tendency to reach the boundary of the first constrained space is determined by analyzing parameters including the current flight direction and current speed of the manned aircraft 100, the distance between the manned aircraft 100 and the boundary, and the manual control commands to be executed generated by the control component 151 of the manned aircraft 100, wherein the manual control commands include flight direction commands and speed commands; and / or the first abnormal situation handling scheme includes invalidating the manual control commands that cause an abnormality or are already abnormal and continue to fly outward.

[0245] Identifying this trend by including parameters containing the manual control commands to be executed is very helpful in predicting whether the manual control commands will lead to trend anomalies. If the trend is abnormal, the manual control command can be canceled, thus preventing human control errors, which is of great value to flight safety.

[0246] By obtaining the current flight direction of the manned aircraft 100 and determining whether it is approaching or moving away from the boundary, it can be determined whether there is a possibility of crossing the boundary. By obtaining the distance S between the manned aircraft 100 and the boundary, and the current speed V of the manned aircraft 100, it can be determined whether the manned aircraft 100 has a tendency to cross the boundary, and the specific time T (without intervention) when it will cross the boundary. T = S / V. For example, if the distance between the manned aircraft 100 and a certain boundary is 4 meters, and the manned aircraft 100 approaches the boundary at a speed of 2 meters per second, it will cross the boundary after 2 seconds.

[0247] If the manned aircraft 100 flies towards the boundary of the second constrained space and crosses that boundary after a preset time period, it can be determined that there is a tendency to leave the second constrained space. If the manned aircraft 100 flies towards the boundary of the first constrained space and reaches that boundary after a preset time period, it can be determined that there is a tendency to reach the boundary of the first constrained space. The preset time period can be 10 seconds, 5 seconds, 2 seconds, or 1 second. The current flight direction can be sensed by visual sensors, radar, ultrasonic ranging sensors, infrared ranging sensors, or gyroscopes. If an anomaly is detected, the aircraft continues to fly outward, which increases the tendency to leave the second constrained space and the second safe constrained space.

[0248] In one implementation, function C further includes: when the position and / or movement trend is normal, controlling the manned aircraft 100 to fly based on manual control commands generated by the control component 151 of the manned aircraft 100 (transmitted to the flight control module 153).

[0249] Optionally, in Embodiment 1 of the manned aircraft: the manned aircraft 100 is provided with a control component 151 connected to the main body of the manned aircraft, and / or, the control component 151 is a joystick, a steering wheel, a pedal, a voice control module, or a touch screen. This solution facilitates the control of the aircraft. Specifically, the control component 151 can be located inside the manned cabin. The control component 151 is used to receive manual control commands input by the user. The control component 151 can be at least one of a steering wheel, a joystick, a touch screen, and a pedal sensor.

[0250] In one embodiment of the manned aircraft: the safety processing component 152 includes a first sensor module 1522, which includes a dynamic parameter sensor. Optionally, the first sensor module 1522 may also include any one or more of a velocity sensor, an acceleration sensor, and an angle sensor.

[0251] Optionally, the first sensor module 1522 may adopt configuration scheme 1 and / or configuration scheme 2.

[0252] Configuration Scheme 1: The first sensor module 1522 includes a remote positioning module for sensing the position information of the manned aircraft 100 in the geodetic coordinate system; the safety processing component 152 also includes a memory, which stores the position information and three-dimensional information of the first constraint space and the second constraint space in the geodetic coordinate system.

[0253] Configuration Scheme 2: The first sensor module 1522 includes a ranging module for measuring the distance information of the manned aircraft 100 relative to the components in the mechanical restraint facility, which are the track support 550, the track 560 and the arresting element.

[0254] Compared to other solutions, the above sensor solution can more conveniently and effectively achieve the aforementioned functions A, B, and C.

[0255] The remote positioning module acquires the position of the manned aircraft 100, along with pre-stored position and 3D information from the constrained space. Combining these two data points allows for the determination of any abnormalities in the position and / or motion trend of the manned aircraft 100. The ranging module can also determine if the position and / or motion trend of the manned aircraft 100 is abnormal. The remote positioning module can be a satellite navigation positioning module, a mobile phone base station signal positioning module, or other dedicated radio frequency positioning modules. Satellite navigation positioning can be GPS positioning or BeiDou positioning.

[0256] Since the boundary of the first constraint space formed by the track assembly is the circle formed by the safety connection assembly 580, and there is no physical boundary, configuration scheme 1 is more effective. It can also be achieved using the accumulated time-of-flight value (inertial guidance principle) through acceleration and angle sensors.

[0257] Optionally, in Embodiment 1 of the manned aircraft, the manned aircraft 100 further includes a human-machine interface component 155, which can be connected to the aircraft body 110. For example, the human-machine interface component 155 is a human-machine interface component specifically designed for the manned aircraft 100. Alternatively, the manned aircraft 100 body is provided with a connecting part for connecting the human-machine interface component 155; or the manned aircraft 100 body is provided with a communication module for communicating with the human-machine interface component 155. The human-machine interface component 155 can be a user's mobile phone, laptop, or VR glasses. The human-machine interface component 155 can display the current location information and safety information of the manned aircraft 100 to the passengers.

[0258] The human-machine interface component 155 issues corresponding prompts, which may include sound alarms, text prompts, graphic displays, etc., to ensure that the pilot is aware of the situation of the manned aircraft 100 and the surrounding environment in a timely manner.

[0259] The human-machine interface component 155 is used to output the model output values ​​of the mass parameters; and / or, the human-machine interface component 155 itself includes a display screen for displaying the orientation information of the manned aircraft 100 within the cross-section of the first constraint space and / or the second constraint space, as shown in Figures 12, 13, or 14. "TOP" refers to the top, "BOT" to the bottom, "L" to the left, and "R" to the right. When the manned aircraft 100 is in a certain orientation in the first constraint space, the icon of the manned aircraft 100 is also located in a certain orientation within the position display area of ​​the display screen. This orientation can be above, below, left, or right. Optionally, the display area displays an icon of the vertical axis O' for user viewing.

[0260] Pilots can view the position and orientation of the manned aircraft 100 within the constrained space in real time, including orientation information within a cross-section. Passengers on board the manned aircraft 100 can better perceive the aircraft's status and surrounding environment, plan flight paths, and avoid collisions with the boundaries of the constrained space or other aircraft, thus improving safety. Simultaneously, the safety processing component 152 connects to the human-machine interface component 155, enabling the display of relevant information about the manned aircraft 100 to passengers through the human-machine interface component 155. For specific control methods of the safety processing component 152, please refer to Figure 12 below.

[0261] Optionally, in Embodiment 1 of the manned aircraft, the manned aircraft body 110 is provided with at least one first connecting portion 120. The second end of the safety connecting assembly 580 is connected to the at least one first connecting portion 120, and the first end is connected to the railcar 570. The first connecting portion can be a lifting ring, hook, threaded connector, or groove. This design facilitates the connection of the safety connecting assembly 580 to the manned aircraft. The first connecting portion can be located in the upper middle part of the aircraft body 110.

[0262] In one embodiment of the manned aircraft, the manned aircraft 100 is an EVTOL, a flying car, or a flying motorcycle, with the rotor 1603 of the power unit housed in a duct or a mesh enclosure. This arrangement better prevents the rotor from injuring people, damaging components, or causing self-inflicted harm. This solution improves the safety of the manned aircraft.

[0263] In another embodiment, the power unit 160 includes a jet engine. Its high energy density is beneficial for the aircraft's long range and miniaturization.

[0264] A jet engine is a common power source for aircraft, generating thrust by injecting fuel to propel the aircraft into flight.

[0265] In another embodiment, the manned aircraft 100 is a flying go-kart, a jetpack, or a disc-shaped manned aircraft. This approach allows for protection of a wider range of aircraft types.

[0266] EVTOL (Vertical / Short Takeoff and Landing) Electric Aircraft: Electric aircraft with vertical takeoff and landing capabilities. Flying Car: A vehicle capable of both flight and road travel; also known as a flying car. Flying Motorcycle: A vehicle similar to a motorcycle but with flying capabilities; also known as a flying motorcycle. Flying Go-Kart: A vehicle similar to a go-kart but with flying capabilities; also known as a flying go-kart. Jetpack: A small jet-powered device that can be carried by an individual. Disc-shaped Manned Aircraft: A manned aircraft designed in a disc shape. Flying saucers are believed to originate from outer space, adding to the fun and intrigue.

[0267] Referring to Figures 1, 7, 15, 16, 21, and 22, this application provides a preferred embodiment 1 of a manned aircraft: Based on this embodiment 1, the manned aircraft 100 is configured to carry passengers within a first constraint space defined by the mechanical constraint facilities provided in any of the above-mentioned embodiments 1, 2, and various optional and optimized embodiments; the track assembly included in the mechanical constraint facilities further includes a track vehicle 570 disposed on the track 560, the track vehicle 570 is equipped with a vehicle drive, one end of the safety connection assembly 580 is connected to the track vehicle 570, and the track vehicle 570 can move along the length extension direction of the track 560 under the drive of the vehicle drive;

[0268] The safety processing component 152 further includes a first communication module 1522, used to output the forward / backward direction or forward / backward direction and speed information of the manned aircraft 100, so that the railcar 570 can move in the same direction along the track 560 in the length extension direction of the track 560 according to the received forward / backward direction or forward / backward direction and speed information; and / or (the first communication module 1522) is also used to output the inward / outward direction or inward / outward direction and speed information of the manned aircraft 100, so that the unwinding mechanism included in the track assembly and driven by the unwinding driver increases the length of the safety connection assembly when the manned aircraft 100 flies outward; and / or the manned aircraft can obtain the forward / backward direction or forward / backward direction and speed information of the railcar through the first communication module and / or the sensors included in the manned aircraft, and the manned aircraft and the railcar can move in the same direction in the length extension direction of the track.

[0269] This design helps prevent conflicts between the manned aircraft 100 and the railcar 570, which are moving forward and backward respectively. The safety processing components also include a first communication module that moves in the same direction as the railcar 570, which is significant in avoiding the need for the aircraft to pull the railcar 570, thus preventing any negative impact on the flight experience.

[0270] Basic implementation plan description of manned spacecraft 100:

[0271] The safety processing component 152 is used for core safety identification, generation of safety processing commands, and execution of safety processing in the manned aircraft 100. The safety processing component 152 and its included first safety processing unit 152S1 and second safety processing unit 152S2 can indirectly control the power component 160 through the flight control module 153 to achieve corresponding actions. The hardware of the first safety processing unit 152S1, second safety processing unit 152S2, and third safety processing unit 152S3 can be integrated. The hardware of the first safety processing unit 152S1, second safety processing unit 152S2, and third safety processing unit 152S3 is collectively referred to as the safety processing hardware module 1520.

[0272] Each of the first security processing unit 152S1, the second security processing unit 152S2, and the third security processing unit 152S3 includes a processor and a memory corresponding to that security processing unit. The processor is coupled to the memory. The memory stores a computer program for implementing the function corresponding to the security processing unit, and the processor executes the computer program during operation to implement the function corresponding to the security processing unit.

[0273] The processors of multiple safety processing units can each be the same hardware processing module, or even share the same hardware processing module with the flight control module 153 and the autopilot module 154. The same hardware processing module allows for multi-core CPUs to handle their respective functions. A single-core CPU can also allow multiple different programs to be executed in a time-sharing manner through the operating system to achieve multiple functions corresponding to each program. The memory of each of the multiple safety processing units, the memory of the flight control module 153, the memory of the autopilot module 154, and the memory of the control system can share the same hardware storage module. The same hardware storage module can store multiple program segments corresponding to their respective functions.

[0274] The first communication module 1521 and the first sensor module 1522 are both connected to the security processing hardware module 1520. The information acquired by the first communication module 1521 and the first sensor module 1522 is used by each security processing unit for calculation, analysis, decision-making, and judgment to generate security processing instructions.

[0275] Safety processing component 152 connects control component 151, autopilot module 154 and flight control module 153.

[0276] The third safety processing unit 152S3 has an output interface that can output the model output values ​​of the mass parameters. The first safety processing unit 152S1 and the second safety processing unit 152S2 have output interfaces that can output various corresponding prompts and safety processing commands. The model output values ​​of the mass parameters and various prompts are then displayed or output by the human-machine interface component 155. The output interfaces of the first safety processing unit 152S1 and the second safety processing unit 152S2 can output safety processing commands to the flight control module 153 for various control operations.

[0277] The output method can be wired or wireless. The output interface can be wired or wireless. The communication module can be wired or wireless. The output interface is the communication module that can output signals. The interface can be a data bus, such as IIC, SPI, or 485 bus.

[0278] The safety processing component 152 has the highest level of system control. The safety processing component 152 can generate safety processing commands. Safety processing commands have higher priority than control commands. Control commands refer to manual control commands and / or autopilot commands. When any anomaly occurs, the safety processing component 152 generates safety processing commands, which are then parsed and executed by the flight control module 153 to perform the corresponding safety processing actions.

[0279] Under the authorization of the safety processing component 152: the autopilot module 154 can autonomously plan the route and path of the manned aircraft 100 according to the preset target location and environmental information, and generate autopilot commands to be executed by the flight control module 153 to achieve automatic navigation and flight.

[0280] Under the authorization of the safety processing component 152: manual control commands issued by the control component 151 can be executed by the flight control module 153 to achieve manual flight control. When there are no abnormalities, the flight direction of the manned aircraft 100 is consistent with the direction of the control command.

[0281] Specifically, the control command is to fly in a certain direction. This direction can be forward, backward, left, right, up, or down. Forward can be further divided into left-front, right-front, or directly in front. Backward can be divided into left-rear, right-rear, or directly behind. Up can be divided into left-upper, right-upper, or directly above. Down can be divided into left-lower, right-lower, or directly below. Furthermore, the flight can be constant speed, accelerating, or decelerating. If the manned aircraft 100 is a vertically ascending and descending manned aircraft 100, the control command may also include a hovering command.

[0282] The flight control module 153 is connected to the power unit 160, and controls the power unit 160 to perform various actions, such as accelerating forward, decelerating forward, turning, hovering, and landing. Specifically, the flight control module 153 is connected to the input terminal of the driver 1601 in the power unit 160.

[0283] The power assembly 160 generates lift, enabling the manned aircraft 100 to ascend, descend, or hover vertically. The power assembly 160 also generates a force that propels the manned aircraft 100 in other directions, such as forward, backward, left, or right. In one embodiment, as shown in FIG1, the power assembly 160 is divided into a left front power assembly 160A, a left rear power assembly 160B, a right front power assembly 160C, and a right rear power assembly 160D. Each power assembly 160 includes a driver 1601, a motor 1602, and a rotor assembly 1603 connected in sequence. The motor 1602 and rotor assembly 1603 are mounted on support arms on the outer wall of the manned aircraft body 110. Multiple support arms may also be connected to form a support frame.

[0284] Controlling the flight of aircraft 100 refers to the flight control module 153 controlling the power assembly 160 of aircraft 100 to make aircraft 100 fly. The power assembly 160 of the electric aircraft 100 includes a motor driver 1601, a motor 1602, and an actuator connected in sequence. The actuator can be a rotor 1603, a fan, or a jet engine. The control system and the power assembly 160 are both electrically connected to and powered by a power source 170. The power assembly 160 of the fuel-powered aircraft 100 includes a fuel engine and an actuator.

[0285] The manned aircraft body 110 may have a manned cabin inside, which may or may not have a seat.

[0286] As described above, in this embodiment, the manned aircraft 100 includes control components. The design of these components helps to provide passengers with a free flight experience and ensures that the manned aircraft 100 can be effectively controlled. Mechanical restraint facilities are used to define a first restraint space for the manned aircraft 100 to fly within the first restraint space, providing a controlled environment for the manned aircraft 100 and helping to ensure the safety and stability of flight.

[0287] Referring to Figure 20, the present invention also provides an embodiment of a control method for a manned aircraft 100, applicable to the manned aircraft 100 shown in the aforementioned embodiment 1 and other embodiments. The control method for the manned aircraft 100 includes any one or more of steps A, B, and C:

[0288] A: When the manned aircraft 100 is flying, it acquires the values ​​of the input parameters of the preset model and uses the model to perform calculations. The input parameters include the power parameters, the values ​​of which are obtained by sensors. The output parameters of the model are the mass parameters, and the model output value of the mass parameters is output for display.

[0289] B: When the manned aircraft 100 is in flight, the values ​​of the input parameters of the preset model are obtained and the model is used for calculation. The model includes mass parameters and power parameters. Based on the output value of the model and the reference value corresponding to the output value of the model, it is determined whether the system of the manned aircraft 100 is abnormal. When the system of the manned aircraft 100 is abnormal, the preset second abnormal situation handling scheme is executed. The input parameters include power parameters and the value of the power parameters is obtained by measurement by sensors, or the output parameters include power parameters and the value of the power parameters included in the reference value of the output parameters is obtained by measurement by sensors.

[0290] C: When the manned aircraft 100 is flying in the first constrained space, identify whether the position and / or movement trend of the manned aircraft 100 is abnormal; when the position and / or movement trend is abnormal, execute the preset first abnormal situation handling plan.

[0291] A second embodiment of a control method for a manned aircraft 100 is applied to the manned aircraft 100 described in Embodiment 1 and other embodiments having the features of Preferred Embodiment 1. The control method for the manned aircraft 100 includes:

[0292] Control the flight of the manned aircraft 100; output the forward and backward direction or forward and backward direction and speed information of the manned aircraft 100 to control the railcar 570 and the manned aircraft 100 to move in the same direction along the length extension of the track 560; and / or output the inward and outward direction or inward and outward direction and speed information of the manned aircraft 100 to increase the length of the safety connection assembly 580 of the unwinding mechanism driven by the unwinding driver included in the track assembly when the manned aircraft 100 flies outward;

[0293] Alternatively, it can receive forward and backward direction or forward and backward direction and speed information sent by the second communication module of the railcar 570, and control the manned aircraft 100 and the railcar 570 to move in the same direction along the length extension of the track 560.

[0294] The control method is implemented by the aforementioned safety processing component 152. The function implemented by the safety processing component 152 is the same as the function implemented by the control method. Step A is implemented by the third safety processing unit 152S3. Step B is implemented by the second safety processing unit 152S2. Step C is implemented by the first safety processing unit 152S1. The control method of this second implementation scheme is also implemented by the first safety processing unit 152S1. Functions correspond to steps. Implementing a function means executing a certain step. Step A can be called scheme A. Step B can be called scheme B. Step C can be called scheme C. Implementing function C means executing step C. Implementing function B means executing step B. Implementing function A means executing step A. In the implementation schemes of the manned aircraft and the control method, the specific details are the same, such as the anomaly identification and anomaly handling schemes.

[0295] Movement in the same direction can be synchronous. "In the same direction" refers to movements that are generally in the same direction or move in the same direction overall. However, "in the same direction" is not strictly limited to synchronous movement. Movement in the same direction can also include situations where one moves first and the other later, or where one is faster and the other slower.

[0296] The present invention also provides an embodiment of a control system for a manned aircraft 100, which is applied to the manned aircraft 100 shown in Embodiment 1 and other embodiments described above, and is used to implement any of the control methods described herein.

[0297] In cultural, entertainment, leisure, scenic, or tourist settings, many ordinary people dream of piloting their own aircraft. However, the unrestrained flight of a manned aircraft 100 in the sky, with its higher altitude, could result in a more severe crash and endanger lives. Therefore, mechanical restraint systems are necessary. Furthermore, by using safety handling components 152 to mitigate the inherent defects of mechanical restraint systems (such as frequent collisions, entanglement in guide rails, or collisions with walls within the tunnel), truly safe flight can be achieved.

[0298] For example, the safety processing component 152 acquires information such as the position and speed of the manned aircraft 100 through the first sensor module 1522. The first safety processing unit 152S1 analyzes and judges this information and continuously monitors the position and motion trend of the manned aircraft 100. If an abnormal position or motion trend is detected, a first abnormal situation handling scheme is triggered. For example, it sends a command to the flight control module 153 to reduce the speed, acceleration, or ground the manned aircraft 100, or to fly to a preset safe zone, or to invalidate the control command that caused the abnormality, so as to eliminate the abnormal position or motion trend and ensure safety.

[0299] For example, the second safety processing unit 152S2 will use a model that includes mass parameters and power parameters to calculate and monitor in real time whether the system of the manned aircraft 100 is abnormal. Once abnormalities are detected in the power parameters, speed, acceleration and other information of the manned aircraft 100, it will immediately issue instructions to reduce the acceleration, speed, flight altitude and make an emergency landing of the manned aircraft 100 to ensure safety.

[0300] Optionally, in Embodiment 1 of the manned aircraft, the model is the aircraft's center-of-mass dynamic equation or a preset correspondence between dynamic parameters and passenger weight. This approach facilitates rapid model construction to achieve functions A and B. The preset correspondence can be a formula or a table.

[0301] Because the total weight of the aircraft includes both passenger weight and the aircraft's own weight. If the preset correspondence includes the total weight of the aircraft, then it also includes passenger weight. The core of this solution in function, step A, function, and step B is: to calculate the value of the output parameter using a preset model, and to determine whether the system of the manned aircraft 100 is abnormal based on the model output value and the reference value of the output parameter.

[0302] Based on in-depth research into aircraft and aircraft safety, the applicant has categorized all (thousands upon thousands) of flight parameters into three types: mass parameters, power parameters, and system operating parameters. Mass parameters refer to the total weight of the aircraft, passenger weight, or aircraft tare weight. Passenger weight includes the weight of passenger-carried items. Aircraft tare weight includes fuel weight.

[0303] Dynamic parameters refer to parameters that indicate the forces driving an aircraft's motion. For example, dynamic parameters include the force, torque, or power output by the power unit. All flight parameters other than mass and dynamic parameters are considered system operating parameters. System operating parameters are further divided into sensor-measuring state parameters and system / environmental parameters. Sensor-measuring state parameters include velocity (V), acceleration, and angle of attack. Sensor-free system / environmental parameters include reduction ratio, drag coefficient, and rotor area.

[0304] The output parameters of the model can be of three types, such as mass parameters (B1), dynamic parameters (B2), and system operating parameters (B3).

[0305] B1: If the output parameter of the model is a mass parameter, then the input parameters of the model include dynamic parameters and system operating parameters. The value of the dynamic parameter is obtained by measurement through a sensor. If the system operating parameters included in the input parameters include state parameters that need to be measured by a sensor, then the value of the state parameters that need to be measured by a sensor is also obtained by measurement through a sensor. The reference value of the mass parameter can be set by the model output value obtained by calculating the model with the output parameter as the mass parameter in a previous process, or a preset value can be taken.

[0306] B2: The output parameters of the model are dynamic parameters; then the input parameters of the model include the total weight of the aircraft and the system operating parameters; the reference value of the dynamic parameter is obtained by the sensor measurement; the value of the total weight of the aircraft can be set by the model output value obtained by the prior calculation using the model with the total weight of the aircraft as the output parameter, or a preset value can be taken;

[0307] B3: The output parameters of the model are the system operating parameters; the input parameters of the model include the total weight of the aircraft and the power parameters; the reference value of the power parameters is obtained by the measurement of the sensors; the value of the total weight of the aircraft can be set by the model output value obtained by the model with the total weight of the aircraft as the output parameter in the previous calculation or by taking a preset value.

[0308] When the model's input parameters include state parameters that need to be measured by sensors, or when the output parameters are state parameters that need to be measured by sensors, the values ​​of these state parameters are obtained through sensor measurements.

[0309] When the model's input parameters include system / environment parameters or the output parameters are system / environment parameters, the value of the system / environment parameters is set by the model output value obtained by calculating the model output value with the system / environment parameters as the output parameters in the prior model, or a preset value is taken, and the output parameter of the prior model is the system / environment parameters.

[0310] When an aircraft hovers or ascends or descends vertically at a constant speed, the simplest equation of motion for its center of mass is as follows: L = mg; where L is the lift force, m is the total weight of the aircraft, and g is the acceleration due to gravity, also known as the proportionality coefficient, with a value of approximately 9.8 N / kg. The lift force L is the dynamic parameter, and g is the system / environment parameter among the system's operating parameters.

[0311] Example 1 of scheme A (i.e. function A) in the control method of manned aircraft 100:

[0312] A101: The preset model is the aircraft's center of mass dynamics equation 1: m=L / g (Equation 1-1) m1 = m - m0 (Formula 1-3)

[0313] The model's input parameters include: gravitational acceleration g; air density ρ; and lift coefficient C. L The rotor reference area S, these four parameters are all system / environmental parameters; the model's input parameters also include dynamic parameters: lift L, rotational speed N;

[0314] A102: When the manned aircraft 100 is in flight, the acceleration and angle sensors (gyroscopes) measure whether the aircraft is currently hovering or in a constant speed vertical ascent and descent state; if so, the following calculation and monitoring process A103 is initiated; if not, the program loops in step A102, waiting for the aircraft to be in a hovering or constant speed vertical ascent and descent state.

[0315] A103: Obtain the values ​​of the model's input parameters: System / environmental parameters are taken as preset values, which can be obtained from industry manuals and industry standards; Read the preset values ​​of air density ρ, lift coefficient, and rotor reference area S required to calculate lift L using rotational speed N; Measure the rotational speed N of the aircraft rotor using a (photoelectric detection type) rotational speed sensor; Calculate lift L using formula 1-2; Because the main influencing factor of lift L, rotational speed N, is obtained through sensor measurement, the value of lift L is also obtained through sensor measurement;

[0316] A104: Input the lift L value measured by the sensor and the g value obtained through the preset method into formula 1.1 to calculate the total weight m of the aircraft; obtain the aircraft's own weight m0 through the preset method, and then obtain the passenger weight m1 through formula 1-2;

[0317] A105: The model output value of passenger weight m1 is then transmitted to the human-machine interface component 155 for display on the screen and voice announcement. If the passenger weight is 60 kg, the model output value under normal aircraft conditions will be between 55-65 kg.

[0318] Example 1 of scheme B (i.e. function B) in the control method of manned aircraft 100:

[0319] B101: The model in Implementation 1 of Scheme A above is used; the output parameter of the model is the passenger weight m1.

[0320] B102: Using the model and calculation scheme in Implementation 1 of Scheme A above, the model output value of the passenger weight m1 calculated earlier is used as a reference value and as an automatic monitoring benchmark.

[0321] B103: When the manned aircraft 100 is in flight, repeat the above A102-A104 process to calculate the current passenger weight m1 model output value, and the model output value is calculated by the above model based on the current dynamic parameters measured by the sensors.

[0322] B104: Compare the current passenger weight m1 model output value with the reference value used as the automatic monitoring baseline. If the deviation between the two exceeds 10%, the preset second abnormal situation handling scheme is activated. For example, the preset second abnormal situation handling scheme is voice alarm and landing.

[0323] Example 2 of scheme B (i.e. function B) in the control method of manned aircraft 100:

[0324] B110: The preset model is the aircraft's center of mass dynamics equation 2: L=mg (Equation 2-2); the model's output parameter is lift L;

[0325] The formula for calculating lift L is the same as the formula (Formula 1-2) in Example 1 of Scheme A;

[0326] B111: When the manned aircraft 100 is in flight, the acceleration and angle sensors (gyroscopes) measure whether the aircraft is currently in a hovering or uniform vertical ascent / descent state. If so, the following B operation and monitoring process B112 is initiated; otherwise, the program loops in step B111, waiting for the aircraft to be in a hovering or uniform vertical ascent / descent state.

[0327] B112: Obtain the value of the system / environment parameter g from the model's input parameters. This value is a preset value, which can be obtained from industry manuals and industry standards. Obtain the value of the aircraft's total weight m from the model's input parameters. This can be done by using the model output value of the aircraft's total weight m calculated earlier in Example 1 of Scheme A as the current input parameter value, or by manually setting the value of this input parameter. Then, calculate the model output value of lift L using the model in Formula 2-2.

[0328] B113: Use a (photoelectric detection type) rotational speed sensor to measure the rotational speed N of the aircraft rotor; read the preset values ​​of air density ρ, lift coefficient, and rotor reference area S required to calculate lift L using rotational speed N, and calculate lift L using formula 1-2; since the value of rotational speed N, the main influencing factor of lift L, is obtained through sensor measurement, the value of lift L is also obtained through sensor measurement, and this value of lift L obtained through sensor measurement is used as a reference value;

[0329] B114: Compare the model output value of lift L with the reference value measured by the sensor. If the deviation between the two exceeds 15%, the preset second abnormal situation handling scheme is activated. For example, the preset second abnormal situation handling scheme is a fault, flashing, or landing.

[0330] Example 3 of scheme B (i.e. function B) in the control method of manned aircraft 100:

[0331] B120: The preset model is the aircraft's center of mass dynamics equation 3: g = L / m (Equation 2-3); the model's output parameter is the gravitational acceleration g;

[0332] The formula for calculating lift L is the same as the formula (Formula 1-2) in Example 1 of Scheme A;

[0333] B121: When the manned aircraft 100 is in flight, the acceleration and angle sensors (gyroscopes) measure whether the aircraft is currently in a hovering or uniform vertical ascent and descent state. If so, the following B calculation and monitoring process B122 is initiated; otherwise, the process loops in step B121, waiting for the aircraft to be in a hovering or uniform vertical ascent and descent state.

[0334] B122: Obtain the values ​​of the dynamic parameters contained in the model's input parameters, namely the rotor speed N and lift L: Measure the rotor speed N using a (photoelectric detection type) speed sensor; read the preset values ​​of the air density ρ, lift coefficient, and rotor reference area S required to calculate lift L using speed N, and calculate lift L using formula 1-2; since the main influencing factor of lift L, speed N, is obtained through sensor measurement, the value of lift L is also obtained through sensor measurement. Obtain the value of the total aircraft weight m in the model's input parameters. This can be achieved by using the model output value of the total aircraft weight m (previously calculated in Example 1 of Scheme A) as the input parameter value, or by manually setting the value of this input parameter.

[0335] Then, using the model in Formula 2-3, calculate the model output value of gravitational acceleration g;

[0336] B123: Obtain the preset value of gravitational acceleration g by reading, and use the preset value of gravitational acceleration g as a reference value;

[0337] B124: Compare the model output value of gravitational acceleration g with the reference value obtained by reading preset values. If the deviation between the two exceeds 10%, the preset second abnormal situation handling scheme is activated. For example, the preset second abnormal situation handling scheme is a flashing malfunction indicator, voice alarm, or landing.

[0338] An embodiment with a preset correspondence as a table includes the following steps:

[0339] E1: Through experiments, while the manned aircraft 100 is in a normal hovering or vertical uniform speed ascent and descent state, the sensor measurement values ​​corresponding to different passenger weights are measured. The power parameter is the real-time power value of the motor, which can be obtained by measuring the motor current and voltage and then multiplying the two.

[0340] E2: The sensor measurement values ​​of the power parameters corresponding to different passenger weights m1 obtained above are compiled into the following table;

[0341] E3: When the manned aircraft 100 is flying with passengers, in hovering or vertical uniform speed ascent and descent, the values ​​of the dynamic parameters are measured by sensors, and the corresponding passenger weight m1 is calculated by looking up a table.

[0342] Because the motion of an aircraft necessarily follows the law of conservation of energy and Newton's laws, under normal operating conditions, there must be a corresponding relationship between the passenger weight m1 and the aircraft's power parameters (required power). The algorithmic principle of the aircraft's center-of-mass dynamics equations includes this correspondence between the passenger weight m1 and the aircraft's power parameters.

[0343] In existing technologies, the aircraft's center-of-mass dynamics equations are mainly used for simulation and principle design, and rarely applied to safety monitoring. The applicant has discovered the patterns of using the aircraft's center-of-mass dynamics equations for real-time aircraft safety monitoring, and has verified the feasibility of this approach through experiments with small unmanned aerial vehicles.

[0344] The pre-defined correspondence between dynamic parameters and the total weight of the aircraft can be presented as a formula or a table. The data in this table can be obtained through experimental testing, theoretical calculations using the aircraft's center-of-mass dynamics equations, or statistical data containing the correspondence between dynamic parameters and the total weight of the aircraft. The correspondence is presented as a formula or table. Equations derived from typical aircraft center-of-mass dynamics equations, such as equations adjusting input and output parameters, are still aircraft center-of-mass dynamics equations. More aircraft center-of-mass dynamics equations can be obtained by consulting publicly available books.

[0345] The equations of motion of the center of mass of an aircraft can also be called the equations of motion of the center of mass of an aircraft. These equations can also be simply referred to as the dynamic equations or the equations of motion. An aircraft can also be called an airplane. For more information and implementation plans regarding the equations of motion of the center of mass of an aircraft, please refer to the book "Modern Aircraft Flight Dynamics and Control" edited by Professor Liu Shiqian, ISBN 978-7-313-12041-0 / V.

[0346] Based on the principle of longitudinal and lateral separation in aircraft, the typical equations of motion for the center of mass of an aircraft are as follows:

[0347] When the aircraft is flying at a constant speed and level: assuming

[0348] T represents thrust, D represents drag, L represents lift, and α represents angle of attack. θ is the engine mounting angle, γ is the pitch angle, γ is the track inclination angle, and V is the speed.

[0349] In the above control methods, embodiments 1, 2, and 3 of scheme B (i.e., function B) and embodiment 1 of scheme A are only used for model calculation and monitoring in hovering or uniform vertical ascent and descent states for ease of understanding. During changes in speed, acceleration, and angle, the schemes in embodiments 1, 2, and 3 of scheme B and embodiment 1 of scheme A can also be referenced. A suitable aircraft center of mass dynamic equation, i.e., a model, can be preset. As long as the model includes speed V, acceleration, and angle parameters, all three parameters can be measured by sensors, and one parameter can be selected as the output parameter, automatic model calculation and monitoring can be constructed and realized.

[0350] One embodiment of a storage system includes a memory for recording operational data of a manned aircraft 100 during flight, as described in Embodiment 1 and any of the preferred and optional embodiments. This data includes the position and motion trend of the manned aircraft 100, model output values, values ​​of the model's input parameters, and one or more of the following: velocity, acceleration, and angle of the manned aircraft 100. When the aircraft operates extensively, the storage system records detailed flight data for long-term, in-depth analysis to identify potential safety hazards.

[0351] An embodiment of a flight system includes a manned aircraft 100 as described in Embodiment 1 and any of the preferred and optional embodiments of a manned aircraft. The flight system also includes a mechanical restraint facility as shown in Embodiment 1, Embodiment 2, Embodiment 3 and any of the optional preferred embodiments of a mechanical restraint facility, under which the manned aircraft 100 can fly.

[0352] Optionally, in this flight system, the manned aircraft 100 includes the features described in preferred embodiment 1 of the manned aircraft, and the mechanical restraint facility includes the features described in preferred embodiment 1 of the mechanical restraint facility; the flight system can also perform the following functions:

[0353] The railcar 570 can acquire the forward / backward direction or forward / backward direction and speed information of the manned aircraft 100, and the railcar 570 can move in the same direction as the manned aircraft 100 in the length extension direction of the track 560; and / or, the second information acquisition module is also used to acquire the inward / outward direction or inward / outward direction and speed information of the manned aircraft 100 so that the unwinding mechanism included in the track assembly and driven by the unwinding driver increases the length of the safety connection assembly 580 when the manned aircraft 100 flies outward; and / or, the manned aircraft 100 can acquire the forward / backward direction or forward / backward direction and speed information of the railcar 570 and can move in the same direction as the railcar 570 in the length extension direction of the track 560.

[0354] Sensing the direction and / or speed of a moving object using sensors is existing technology. For example, the sensor could be a visual sensor, lidar, millimeter-wave radar, or ultrasonic detection instrument. The mechanical constraint facility includes a second information acquisition module, which may comprise a second communication module and / or a second sensor module; modules related to the railcar may be mounted on the railcar; modules related to the unwinding mechanism may be mounted on the unwinding driver used to drive the unwinding mechanism.

[0355] This application also provides a manned aircraft 100. The manned aircraft 100 includes a processor and a memory. The processor is coupled to the memory. The memory stores a computer program, which the processor executes during operation to implement the method described above. Detailed steps are described above and will not be repeated here.

[0356] Please refer to Figure 23, which shows an embodiment of the multi-track flight system provided in this application:

[0357] Referring to Figures 1-5, this application also provides a second embodiment of a manned aircraft and a third embodiment of a control method for a manned aircraft: Referring to Figures 1-5, based on the first embodiment of the manned aircraft and any preferred embodiment thereof, and any one of the first and second embodiments of the control method for the manned aircraft 100, the following substitutions are made: the first constraint space is replaced with a conventional space, the boundary of the first constraint space being the (physical) boundary of the obstacle within the conventional space; the second safety constraint space is replaced with an electronic safety space, part or all of the boundary of the electronic safety space being located within the (physical) boundary of the conventional space; in the ranging scheme, measuring the distance information of the manned aircraft relative to the components in the mechanical constraint facility is replaced with measuring the distance information of the manned aircraft relative to the obstacle within the conventional space. At the same time, by combining function C with any one of functions A and B, or by combining function C with all three of functions A and B, a high-safety aircraft capable of flying in conventional space can be constructed; or by combining step C with any one of steps A and B, or by combining step C with all three of steps A and B, a new control method and control system can be obtained in the control scheme or control system.

[0358] Conventional space refers to unconstrained space or open space.

[0359] In this article, "first" and "second" have no distinguishing features or importance; they are used merely for ease of identification. Control is divided into direct control and indirect control. Connections are also divided into direct connections and indirect connections via other intermediary components. Measurement refers to measuring real-time values ​​using sensors. Unless otherwise specified, all actions are assumed to be performed in real time. Unless otherwise specified, "support" refers to a track support. Information is not limited to text; it can include various images, sounds, lights, etc.

[0360] Unless otherwise specified, length refers to the longitudinal distance between the front and rear surfaces of an object. Width refers to the lateral distance between the left and right surfaces of an object. Height refers to the vertical distance between the top and bottom surfaces of an object. Vertical means up and down. Longitudinal means front and back. Lateral means left and right. The distance between two objects refers to the distance between the surfaces of two objects in adjacent directions. For example, the vertical distance between the top arresting member and the track 560 is the vertical distance between the lower surface of the top arresting member and the upper surface of the track 560. The two parameters being compared must be of the same type. For example, if the first parameter being compared is distance, then the second parameter must also be of the same type. The height of an object refers to the height difference between the upper and lower surfaces of the object. The height of an object refers to the vertical distance between the upper and lower surfaces of the object. The height of an internal passage refers to the vertical distance between the upper and lower surfaces of the internal passage. The height of a manned aircraft 100 refers to the vertical distance between the upper and lower surfaces of the manned aircraft 100. Flight altitude refers to the altitude of the aircraft above the ground, i.e., altitude. "Close" means the distance between the two is less than a preset value. "Close" means the distance between the two is less than half the length of the safety connection component 580. A component can also be called a system, device, or module. "Close" is also called "near." "Up-down close" means approaching in the vertical direction. "Left-right close" means approaching in the horizontal direction. "Close" means the distance or difference between the two is within a preset range. A preset range is an engineering or theoretically permissible value. In this document, the specific values ​​of any preset range or preset value can be obtained through type testing, limited-time experiments, consulting public literature, statistical tables of requirements from 10 or more users, or industry standards. Preset time periods are all preset values. Preset safety zones are also preset ranges.

[0361] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0362] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0363] It should be understood that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Those skilled in the art can modify the technical solutions described in the above embodiments, or make equivalent substitutions for some of the technical features; and all such modifications and substitutions should fall within the protection scope of the appended claims.

Claims

1. A manned aircraft, characterized in that, The manned aircraft is configured to carry passengers within a first constraint space defined by a mechanical constraint facility, wherein the mechanical constraint facility is any one of a first mechanical constraint facility, a second mechanical constraint facility, and a third mechanical constraint facility. The first mechanical restraint facility includes a track assembly and a barrier assembly for defining the first restraint space. The track assembly includes a suspended track and a safety connection assembly. One end of the safety connection assembly is connected to the track and is movable along the length of the track. The other end of the safety connection assembly is connected to the manned aircraft. The barrier assembly includes a bottom barrier located below the track and / or a top barrier located above the track. The bottom barrier is used to prevent the manned aircraft from crossing the boundary from below the bottom barrier. The top barrier is used to prevent the manned aircraft from crossing the boundary from above the top barrier and / or from flying from one side of the track to the other side. The second mechanical restraint facility includes a track assembly, which includes a suspended track and a safety connection assembly. One end of the safety connection assembly is connected to the track and is movable along the length extension direction of the track, and the other end of the safety connection assembly is connected to the manned aircraft. The track assembly is used to define the first restraint space. The third mechanical restraint facility includes a pipe gallery assembly, and the internal passage of the pipe gallery assembly is provided with barriers at the top, bottom, left, and right to limit the first restraint space. And the manned aircraft includes: A power unit capable of generating lift enables the manned aircraft to take off and ascend vertically. A security processing component, the security processing component including at least one of a first security processing unit, a second security processing unit and a third security processing unit; The first safety processing unit is configured to: when the manned aircraft is flying within the first constrained space, identify whether the position and / or movement trend of the manned aircraft is abnormal; when the position and / or movement trend is abnormal, execute a preset first abnormal situation handling scheme; The second safety processing unit is used to: when the manned aircraft is in flight, acquire the values ​​of the input parameters of a preset model and perform calculations using the model, the model including mass parameters and power parameters; determine whether the system of the manned aircraft is abnormal based on the model output value of the output parameters and the reference value of the output parameters; and execute a preset second abnormal situation handling scheme when the system of the manned aircraft is abnormal; the input parameters include power parameters and the value of the power parameters is obtained by measurement through sensors, or the output parameters include power parameters and the value of the power parameters included in the reference value of the output parameters is obtained by measurement through sensors; The third safety processing unit is used to: when the manned aircraft is in flight, acquire the values ​​of the input parameters of a preset model and perform calculations using the model. The input parameters include power parameters, the values ​​of which are obtained by sensors. The output parameters of the model are mass parameters, and the model output value of the mass parameters is output for display.

2. The manned aircraft as described in claim 1, characterized in that, The abnormal location and / or movement trend includes: The manned aircraft has a tendency to leave the second constraint space or the manned aircraft is located outside the second safety constraint space, and part or all of the boundary of the second constraint space is located within the boundary of the first constraint space; or, the manned aircraft has a tendency to reach the boundary of the first constraint space or the manned aircraft has reached the boundary of the first constraint space.

3. The manned aircraft as described in claim 2, characterized in that, Whether the manned aircraft has a tendency to deviate from the second constrained space is determined by analyzing parameters including the manned aircraft's current flight direction, current speed, the distance between the manned aircraft and the boundary of the second constrained space closest to the current flight direction, and the manual control commands to be executed generated by the manned aircraft's control components. The manual control commands include flight direction commands and speed commands; and / or the first abnormal situation handling scheme includes invalidating manual control commands that cause or are already abnormal and continue to fly outwards; or... Whether the manned aircraft has a tendency to reach the boundary of the first constrained space is determined by analyzing parameters including the current flight direction and current speed of the manned aircraft, the distance between the manned aircraft and the boundary, and the manual control commands to be executed generated by the control components of the manned aircraft. The manual control commands include flight direction commands and speed commands; and / or the first abnormal situation handling scheme includes invalidating the manual control commands that cause or are already abnormal and continue to fly outward.

4. The manned aircraft as described in claim 1, characterized in that, The rotor of the power unit is disposed in a duct or a net, or the power unit includes a jet engine; or the manned aircraft is an EVTOL, a flying car, a flying motorcycle, a flying go-kart, a jetpack, or a disc-shaped manned aircraft.

5. The manned aircraft according to claim 1, characterized in that, The manned aircraft also includes a first connecting part for connecting to the safety connection component; Alternatively, the track assembly may further include a second track and a second safety connection assembly, one end of the second safety connection assembly being connected to the second track and capable of moving along the length extension direction of the second track, and the other end of the second safety connection assembly being connected to the manned aircraft; the second track is parallel to the track and located at a different position.

6. The manned aircraft according to claim 1, characterized in that, The model is the aircraft's center of mass dynamics equation or a preset correspondence between dynamic parameters and passenger weight.

7. The manned aircraft according to claim 1, characterized in that, The security processing component also includes a first sensor module; The first sensor module includes a remote positioning module for sensing the position information of the manned aircraft in the geodetic coordinate system; the safety processing component further includes a memory, which stores the position information and / or three-dimensional information of the first constraint space and / or the second constraint space in the geodetic coordinate system; and / or, The first sensor module includes a ranging module for measuring distance information of the manned spacecraft relative to components in the mechanical restraint facility, wherein the components are at least one of the track support, the track, and the arresting element; and / or, The first sensor module includes at least one of a dynamic parameter sensor, a speed sensor, an acceleration sensor, and an angle sensor.

8. The manned aircraft as described in claim 1, characterized in that, The preset first abnormal situation handling scheme includes: issuing a corresponding prompt through the human-machine interaction component; and / or controlling the power component to reduce at least one of the speed and acceleration of the manned aircraft, or grounding it or flying it to a preset safe area; or The preset second abnormal situation handling scheme includes: issuing a corresponding prompt through the human-machine interaction component; and / or controlling the power component to reduce at least one of the flight altitude, speed, and acceleration of the manned aircraft, or grounding it; or... The manned aircraft is equipped with a control component connected to the main body of the manned aircraft, and / or the control component is a joystick, steering wheel, pedal, voice control module, or touch screen.

9. The manned aircraft as described in claim 1, characterized in that, The manned aircraft is provided with a human-machine interface component connected to the main body of the manned aircraft, or the main body of the manned aircraft is provided with a connection part or communication module for connecting the human-machine interface component; and / or, the human-machine interface component is used to output the model output value of the mass parameter; and / or, the human-machine interface component includes a display screen for displaying the orientation of the manned aircraft within the cross-section of the first constraint space and / or the second constraint space.

10. The manned aircraft as described in claim 1, characterized in that, The top blocking component includes a horizontal top blocking component to prevent the manned aircraft from crossing the boundary from above via the horizontal top blocking component; or the top blocking component includes a vertical top blocking component to prevent the manned aircraft from flying from one side of the track to the other; or the top blocking component includes the horizontal top blocking component and the vertical top blocking component, with the horizontal top blocking component located above the vertical top blocking component; and / or the vertical distance between the top blocking component and the track is less than the distance between the upper and lower surfaces of the manned aircraft; or the top blocking component is used to prevent the manned aircraft from flying above the track; and / or the blocking assembly further includes a left blocking component located on the left side of the track to prevent the manned aircraft from crossing the boundary from the left via the left blocking component; and / or the blocking assembly further includes a right blocking component located on the right side of the track to prevent the manned aircraft from crossing the boundary from the right via the right blocking component.

11. The manned aircraft as described in claim 1, characterized in that, The second safety processing unit is further configured to: the input parameter includes the total weight of the manned aircraft and the value of the total weight of the manned aircraft is obtained by calculation using a model whose output parameter is the total weight of the manned aircraft or by manual preset; or, the output parameter includes a mass parameter and the value of the mass parameter included in the reference value of the output parameter is obtained by calculation using a model whose output parameter is the mass parameter or by manual preset.

12. The manned aircraft according to claim 1, characterized in that, One end of the safety connection component is connected to a railcar equipped with a vehicle drive, which is mounted on the track and can move along the length of the track under the drive of the vehicle drive. The safety processing component also includes a first communication module, used to output the forward / backward direction or forward / backward direction and speed of the manned aircraft. The information is used to enable the railcar and the manned aircraft to move in the same direction along the length of the track; and / or to output the inward and outward directions or inward and outward directions and speed information of the manned aircraft so that the unwinding mechanism, driven by the unwinding driver, included in the track assembly increases the length of the safety connection assembly when the manned aircraft flies outward. And / or the manned aircraft can obtain the forward and backward direction or forward and backward direction and speed information of the railcar through the first communication module and / or the sensors contained in the manned aircraft, and the manned aircraft and the railcar can move in the same direction along the length extension of the track.

13. A control method for a manned aircraft, characterized in that, The control method for the manned aircraft according to any one of claims 1-11 includes: When the manned aircraft is in flight, the values ​​of the input parameters of a preset model are acquired and calculated using the model. The input parameters include dynamic parameters, the values ​​of which are obtained through sensor measurements. The output parameter of the model is a mass parameter, and the model output value of the mass parameter is output for display; or, When the manned aircraft is in flight, the values ​​of the input parameters of a preset model are acquired and calculated using the model, which includes mass parameters and dynamic parameters. Based on the output value of the model and the reference value corresponding to the output value, it is determined whether the manned aircraft system is abnormal. When the manned aircraft system is abnormal, a preset second abnormal situation handling scheme is executed; the input parameters include dynamic parameters and the values ​​of the dynamic parameters are obtained by sensors, or the output parameters include dynamic parameters and the values ​​of the dynamic parameters included in the reference values ​​of the output parameters are obtained by sensors; or, When the manned aircraft is flying within the first constrained space, the system identifies whether the position and / or movement trend of the manned aircraft is abnormal; when the position and / or movement trend is abnormal, the system executes a preset first abnormal situation handling scheme.

14. The control method for a manned aircraft according to claim 13, characterized in that, One end of the safety connection component is connected to a railcar equipped with a vehicle drive, which is mounted on the track. The railcar can move along the length of the track under the drive of the vehicle drive. The safety processing component further includes a first communication module, used to output the forward / backward direction or forward / backward direction and speed information of the manned aircraft so that the railcar and the manned aircraft can move in the same direction along the length of the track; and / or used to output the inward / outward direction or inward / outward direction and speed information of the manned aircraft so that the unwinding mechanism included in the track component and driven by the unwinding drive increases the length of the safety connection component when the manned aircraft flies outward; and / or, the manned aircraft can obtain the forward / backward direction or forward / backward direction and speed information of the railcar through the first communication module and / or the sensors included in the manned aircraft, so that the manned aircraft and the railcar can move in the same direction along the length of the track. The control method further includes: controlling the manned aircraft to fly, and outputting the forward and backward direction or forward and backward direction and speed information of the manned aircraft to control the railcar and the manned aircraft to move in the same direction along the length extension of the track and / or outputting the inward and outward direction or inward and outward direction and speed information of the manned aircraft to increase the length of the safety connection assembly by the unwinding mechanism driven by the unwinding driver included in the track assembly when the manned aircraft flies outward; or, acquiring the forward and backward direction or forward and backward direction and speed information of the railcar, and controlling the manned aircraft and the railcar to move in the same direction along the length extension of the track.

15. A control method for a manned aircraft, characterized in that, The control method for the manned aircraft according to claim 12 includes: controlling the manned aircraft to fly, and outputting the forward / backward direction or forward / backward direction and speed information of the manned aircraft to control the railcar and the manned aircraft to move in the same direction along the length extension of the track, and / or outputting the inward / outward direction or inward / outward direction and speed information of the manned aircraft to increase the length of the safety connection assembly by the unwinding mechanism driven by the unwinding driver included in the track assembly when the manned aircraft flies outward; or, acquiring the forward / backward direction or forward / backward direction and speed information of the railcar, and controlling the manned aircraft and the railcar to move in the same direction along the length extension of the track.

16. A control system for a manned aircraft, characterized in that, Applied to the manned aircraft according to any one of claims 1-11, for implementing the control method according to any one of claims 13 or 14; or, applied to the manned aircraft according to claim 12, for implementing the control method according to claim 15.

17. A storage system, characterized in that, Includes a memory for recording operational data of the manned aircraft during flight as described in any one of claims 1-12, the data including the position and / or motion trend of the manned aircraft, the output value of the model, the values ​​of the input parameters of the model, and any one or more of the speed, acceleration, and angle of the manned aircraft.

18. A mechanical restraint device, characterized in that, The mechanical restraint facility is configured to restrain a manned aircraft within a first restraint space defined by the mechanical restraint facility. Flight; the mechanical restraint facility includes a track assembly, the track assembly includes a suspended track and a safety connection assembly, one end of the safety connection assembly is connected to the track and can move along the length extension direction of the track, the other end of the safety connection assembly is used to connect to the manned aircraft, and the track assembly is used to define the first restraint space; The mechanical restraint facility further includes a blocking assembly, which includes a bottom blocking member located below the track to prevent the manned aircraft from crossing the boundary from below via the bottom blocking member; and / or, the blocking assembly includes a top blocking member located above the track to prevent the manned aircraft from crossing the boundary from above via the top blocking member and / or flying from one side of the track to the other; and / or, the blocking assembly further includes a left blocking member located on the left side of the track to prevent the manned aircraft from crossing the boundary from the left via the left blocking member; and / or, the blocking assembly further includes a right blocking member located on the right side of the track to prevent the manned aircraft from crossing the boundary from the right via the right blocking member. or, At least two of the mechanical restraint facilities are stacked one on top of the other; or, the height of the space below the first restraint space is sufficient for people or vehicles to pass through.

19. The mechanical restraint device according to claim 18, characterized in that, The bottom barrier element contains a flexible material; or The track assembly also includes a track vehicle, one end of which is connected to the safety connection assembly. The track vehicle includes a vehicle drive for moving the track vehicle along the length extension direction of the track. The mechanical restraint facility also includes a second information acquisition module, which includes a second communication module or a second sensor module for communicating with the first communication module of the manned aircraft. The track vehicle can acquire the forward / backward direction or forward / backward direction and speed information of the manned aircraft through the second information acquisition module. The track vehicle can move in the same direction as the manned aircraft along the length extension direction of the track. And / or, the mechanical restraint facility can acquire the inward / outward direction or inward / outward direction and speed information of the manned aircraft through the second information acquisition module. The unwinding mechanism included in the track assembly and driven by the unwinding drive can increase the length of the safety connection assembly when the manned aircraft flies outward. The safety connection assembly is composed of at least two connectors with different elastic coefficients connected in series; or, The secure connection assembly includes a resilient connector; or The length of the safety connection assembly is adjustable. The safety connection assembly includes an unwinding mechanism and a cable wound on a drum of the unwinding mechanism. When the manned aircraft is below the track and flying downwards, the unwinding mechanism increases the length of the safety connection assembly; when the manned aircraft is below the track and flying upwards, the unwinding mechanism decreases the length of the safety connection assembly; or... The mechanical restraint devices are connected end-to-end, or the mechanical restraint devices are configured as horizontal or elongated structures; or... The top arresting element includes a horizontal top arresting element to prevent the manned aircraft from crossing the boundary from above, or the top arresting element includes a vertical top arresting element to prevent the manned aircraft from flying from one side of the track to the other, or the top arresting element includes the horizontal top arresting element and the vertical top arresting element, with the horizontal top arresting element located above the vertical top arresting element; and / or the vertical distance between the top arresting element and the track is less than the distance between the upper and lower surfaces of the manned aircraft, or the top arresting element is used to prevent the manned aircraft from flying above the track; and / or the top arresting element is configured to protect the manned aircraft from rain; or... The track assembly further includes a second track and a second safety connection assembly. One end of the second safety connection assembly is connected to the second track and can move along the length extension direction of the second track. The other end of the second safety connection assembly is connected to the manned aircraft. The second track is parallel to the track and located at a different position.

20. A flight system, characterized in that, The flight system includes: a manned aircraft as described in any one of claims 1-11, and the flight system further includes a mechanical restraint facility as described in any one of claims 1-11 or as described in claim 18 or 19, wherein the manned aircraft can fly under the restraint of the mechanical restraint facility.

21. The flight system according to claim 20, characterized in that, The safety processing components in the manned aircraft also include a first communication module. One end of the safety connection component in the mechanical restraint facility is connected to a railcar equipped with a vehicle drive on the track. The railcar can move along the length extension direction of the track under the drive of the vehicle drive. The mechanical restraint facility also includes a second information acquisition module, which includes a second communication module and / or a second sensor module for communicating with the first communication module of the manned aircraft. The railcar can obtain the forward and backward direction or forward and backward direction and speed of the manned aircraft through the second information acquisition module. Information that the railcar can move in the same direction as the manned aircraft along the length extension direction of the track; and / or that the mechanical restraint facility can obtain the manned aircraft's inward and outward orientation or inward and outward orientation and speed information through the second information acquisition module, and that the unwinding mechanism of the track assembly, driven by the unwinding driver, can increase the length of the safety connection assembly when the manned aircraft flies outward; and / or, The manned aircraft can acquire the forward and backward direction or forward and backward direction and speed information of the railcar through the first communication module and / or the sensors contained in the manned aircraft, and can move in the same direction as the railcar along the length extension direction of the track.

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