Mobile platform, restraint facility, aircraft, control method, storage and system

Abstract

The present application relates to the technical field of aircrafts, and in particular to a mobile platform, a restraint facility, an aircraft, a control method, a storage and a system. The mobile platform comprises: a power module, an orientation information acquisition module and a control module, which controls the power module on the basis of the flight direction of an aircraft, such that the mobile platform moves along with the aircraft; and the mobile platform is further provided with a safety connection assembly, so as to prevent the aircraft from leaving a defined space, and a second collision buffer apparatus, which is used for implementing a collision buffering function when the aircraft crashes. Alternatively, the flight safety of the aircraft is increased by means of mechanical restraint facilities, i.e. a track assembly and a pipe gallery assembly.

Description

Mobile platforms, restraint facilities, aircraft, control methods, storage and systems Technical Field

[0001] This application relates to the field of aircraft technology that can carry people and fly vertically, particularly mobile platforms, restraint facilities, aircraft, control methods, storage and systems. Background Technology

[0002] Chinese patent application No. 201710073238.0, authorized number CN106885918B, entitled "A Real-Time Wind Speed ​​Estimation Method Based on Multi-Information Fusion for Multi-rotor Aircraft," discloses a method for real-time wind speed estimation based on the dynamic model of a multi-rotor aircraft. However, in the prior art, there are very few ideas and technologies for safety monitoring based on dynamic models.

[0003] In existing technologies, tethered drone ground stations continuously transmit power to the drone via tether cables, enabling the drone to hover for extended periods and complete its designated tasks. However, there are no (disruptive) reverse-thinking technologies, ideas, or solutions that utilize vehicles to enhance the safety of aircraft. For example, Chinese patent application CN201611231446.0, entitled "Method for Tethered Drone Following a Vehicle-Mounted Platform and Tethered Drone Using the Method," discloses a method for tethering a drone, including: a GPS receiver installed on a ground station and the drone, acquiring the three-dimensional position data of the ground station and calculating the three-dimensional position coordinates of the ground station and the relative position coordinates between the ground station and the tethered drone. Chinese patent application CN202410943761.4, entitled "Visual Positioning Method, System, Electronic Device, and Storage Medium for Tethered Unmanned Aerial Vehicles," provides a technical solution: A set of positioning images of a tethered unmanned aerial vehicle (UAV) in the airspace is acquired using an (infrared) camera. Then, (based on the thermal radiation characteristics of the UAV) the positioning image set is processed to obtain positioning information (the UAV's position coordinates in the image; the position and displacement changes of the tethered UAV in the world coordinate system are determined based on the mapping relationship between the pixel coordinate system and the world coordinate system). Neither the above-mentioned technology nor similar solutions disclose the field of improving the safety of (manned) aircraft.

[0004] Manned flight is highly related to personnel safety, and there is an urgent need for more new technologies to improve the safety of aircraft flight. Summary of the Invention

[0005] The technical problem to be solved by the embodiments of this application is to provide an aircraft, control method, storage, mobile platform, facility and flight system to improve the safety of aircraft flight.

[0006] This application provides a mobile platform (1), comprising:

[0007] The power module is used to drive the mobile platform to travel along the road or water surface;

[0008] The orientation information acquisition module is used to obtain the flight direction of the aircraft;

[0009] The power module is used to drive the mobile platform to travel along the road or water surface;

[0010] The control module is used to: control the power module to make the movable platform move in the same direction as the aircraft on a parallel plane of the road or water surface, or make the travel direction of the movable platform consistent with the flight direction of the aircraft on a parallel plane of the road or water surface, or make the movable platform move along with the aircraft on a parallel plane of the road or water surface, based on the flight direction of the aircraft.

[0011] The mobile platform is also equipped with a safety connection component. A first end of the safety connection component is connected to the mobile platform, and a second end is used to connect to the aircraft. Alternatively, the mobile platform is also equipped with a second collision buffer device to buffer the impact in the event of a crash. The control module can receive the flight direction of the aircraft. The safety connection component prevents the aircraft from leaving the space defined by it. This space refers to the first constraint space. Optionally, the safety connection component can also power the aircraft using the power supply of the mobile platform.

[0012] Option Q1 based on the mobile platform (1):

[0013] The gravity generated by the sum of the mass of the mobile platform and the minimum personnel mass set for the mobile platform is greater than the maximum lift that the aircraft can generate, or the gravity generated by the mass of the mobile platform is greater than the maximum lift that the aircraft can generate; and / or, the second collision buffer device is located below the aircraft.

[0014] And / or, the safety connection assembly can suspend the aircraft, and / or, the safety connection assembly is used to generate an upward pull on the aircraft and / or to reduce the impact force generated when the aircraft collides with an object below the aircraft;

[0015] And / or, the movable platform is provided with a top stop above the safety connection part of the first end of the safety connection assembly, the top stop being used to prevent the aircraft from flying upward through the top stop and / or to prevent the aircraft from flying from one side of the top stop to the other side of the top stop.

[0016] And / or, the orientation information acquisition module can also acquire information on whether the aircraft is flying away from the first end, and the safety connection component further includes an unwinding mechanism driven by an unwinding drive device. The control module is used to acquire information including whether the aircraft is flying away from the first end and to control the unwinding drive device to increase / decrease the length of the safety connection component when the aircraft is moving away from / approaching the first end; or, the safety connection component includes an unwinding mechanism, an elastic connector, or a telescopic mechanism for adjusting the length of the safety connection component.

[0017] And / or, the number of safety connection components is multiple, with at least one safety connection component provided on each of the left and right sides, front and back sides, or top and bottom sides of the center of gravity of the aircraft.

[0018] And / or, the control module can also receive manual control instructions from the manual control components of the mobile platform, and control the mobile platform to drive according to the manual control instructions; and / or, the mobile platform includes an automatic driving module for controlling the mobile platform to drive through an automatic driving mode; and / or, the mobile platform is a vehicle or a boat or raft.

[0019] This application provides another portable platform (2), including:

[0020] A safety connection component, wherein a first end of the safety connection component is connected to the safety connection part of the movable platform, and a second end is used to connect a manned aircraft capable of vertical take-off and landing to prevent the aircraft from leaving the space defined by the safety connection component;

[0021] Furthermore, the sum of the mass of the mobile platform and the minimum personnel mass set for the mobile platform generates a gravity greater than the maximum lift that the aircraft can generate, or the gravity generated by the mass of the mobile platform is greater than the maximum lift that the aircraft can generate; when the aircraft flies forward, backward, left, or right, it can drag the mobile platform along the road or water surface.

[0022] The safety connection assembly can suspend the aircraft, and / or the safety connection assembly is used to generate an upward pulling force on the aircraft and / or to reduce the impact force generated when the aircraft collides with an object below the aircraft; and / or the movable platform further includes a second collision buffer device for acting as a collision buffer in the event of a crash of the aircraft.

[0023] Option Q2 based on the mobile platform (2):

[0024] The safety connection assembly includes an unwinding mechanism, an elastic connector, or a telescopic mechanism for adjusting the length of the safety connection assembly;

[0025] And / or, the safety connection assembly further includes a resilient connector or a telescopic mechanism, or the safety connection assembly is composed of at least two connectors with different elastic coefficients connected in series, or the number of safety connection assemblies is multiple;

[0026] And / or the movable platform is a vehicle with wheels or a boat or raft;

[0027] And / or, the movable platform is provided with a top stop above the safety connection portion of the first end of the safety connection assembly, the top stop being used to prevent the aircraft from flying upwards past the top stop and / or to prevent the aircraft from flying from one side of the top stop to the other side of the top stop. Optionally, the vehicle, boat, or raft includes airbags.

[0028] This application also discloses a mechanical restraint device (Y),

[0029] The mechanical restraint facility is configured to restrain the aircraft from carrying passengers within a first restraint space defined by the mechanical restraint facility, and the mechanical restraint facility is any one of a first mechanical restraint facility, a second mechanical restraint facility, and a third mechanical restraint facility.

[0030] The first mechanical restraint facility includes a top arresting member and a third collision buffer device located below the top arresting member. The vertical distance between the top arresting member and the third collision buffer device is greater than the distance between the top and bottom of the aircraft. The third collision buffer device is used to buffer the impact when the aircraft crashes. The top arresting member is used to prevent the aircraft from flying upwards past the top arresting member and / or to limit the maximum flight altitude of the aircraft; or,

[0031] The third mechanical restraint facility includes a utility tunnel assembly, which includes a top barrier, a bottom barrier, a left barrier, and a right barrier; or,

[0032] The second mechanical restraint facility includes a track assembly, which includes a suspended track and a safety connection assembly. The first end of the safety connection assembly is connected to the track and is movable along the length extension direction of the track, and the second end of the safety connection assembly is used to connect to the aircraft.

[0033] Based on the aforementioned mechanical restraint facility (Y), alternative solution Y1:

[0034] The track assembly further includes a track vehicle, wherein a first end of the safety connection component is connected to the track, or a first end of the safety connection component is connected to the track vehicle, and the track vehicle is movable along the length extension direction of the track; and / or

[0035] The mechanical restraint facility further includes an arresting assembly, which includes a top arresting member located above the track, used to prevent the aircraft from flying upwards past the top arresting member and / or from flying from one side of the top arresting member to the other; and / or, the arresting assembly includes a bottom arresting member located below the track, used to prevent the aircraft from flying downwards past the bottom arresting member; and / or, the arresting assembly further includes a left arresting member located to the left of the track, used to prevent the aircraft from flying to the left past the left arresting member; and / or, the arresting assembly further includes a right arresting member located to the right of the track, used to prevent the aircraft from flying to the right past the right arresting member; and / or,

[0036] At least two of the mechanical restraint facilities are stacked vertically, or the height of the space below the first restraint space is sufficient for the passage of people or vehicles, and / or the second mechanical restraint facility is connected end-to-end, or the third mechanical restraint facility is connected end-to-end, and / or the mechanical restraint facilities are configured as horizontal or elongated, and / or the suspended track is mounted on a track support; and / or,

[0037] The safety connection assembly includes an unwinding mechanism, a flexible connector, or a telescopic mechanism for adjusting the length of the safety connection assembly; or the safety connection assembly further includes a cable for electrical connection between the railcar and the aircraft; or...

[0038] The track is a first track, the safety connection component is a first safety connection component, the track component also includes a second track and a second safety connection component, the first end of the second safety connection component is connected to the second track and can move along the length extension direction of the second track, and the second end of the second safety connection component is used to connect the aircraft; the second track is parallel to the first track and located at a different position.

[0039] Option Y2 based on option Y1 of the mechanical restraint facility (Y):

[0040] The railcar further includes a third information acquisition module, which includes a third communication module or a third sensor module for communicating with the first communication module of the aircraft; the railcar includes a vehicle drive device for driving the railcar to move along the length extension direction of the track, and the railcar can acquire information including the forward and backward direction of the aircraft's flight through the third information acquisition module, and the railcar can move in the same direction as the aircraft along the length extension direction of the track; and / or, the third information acquisition module can acquire information including whether the aircraft is flying away from the first end or flying inward or outward, and the unwinding drive device drives the unwinding mechanism to increase the length of the safety connection assembly when the aircraft is flying away from the first end or flying outward; and / or,

[0041] The bottom barrier includes a third collision buffer device; and / or,

[0042] The bottom barrier, left barrier, or right barrier is connected to the barrier bracket, and / or,

[0043] The top arresting element is connected to the arresting element bracket and / or the top arresting element contains light-transmitting material or photovoltaic power generation material and / or the top arresting element contains waterproof material or the top arresting element is configured to protect the aircraft from rain; and / or, the vertical distance between the track and the top arresting element above the track is less than the distance between the upper and lower surfaces of the aircraft, or the top arresting element above the track is used to prevent the aircraft from flying above the track; and / or,

[0044] The flexible connector is a bellows, a spring, or an elastic safety belt.

[0045] This application discloses an aircraft (A), characterized in that,

[0046] The aircraft is configured to be compatible with a mobile platform or capable of carrying passengers within a first constrained space defined by mechanical constraints. The aircraft also includes a safety processing component and / or a first collision buffer device connected to the aircraft body. The safety processing component includes a first safety processing unit and / or a second safety processing unit and / or a third safety processing unit. The first safety processing unit includes a constrained space flight monitoring and processing system; or...

[0047] The aircraft includes a first collision buffer device and a safety processing component connected to the aircraft body. The safety processing component includes a first safety processing unit and / or a second safety processing unit and / or a third safety processing unit. The first safety processing unit includes an automatic altitude monitoring and / or an automatic collision monitoring and processing system; or...

[0048] The aircraft includes a parachute and further includes a first collision buffer device and / or safety processing assembly connected to the aircraft body. The safety processing assembly includes a first safety processing unit and / or a second safety processing unit and / or a third safety processing unit. The first safety processing unit includes an automatic altitude monitoring system and / or an automatic collision monitoring system; or...

[0049] The aircraft is configured to be adapted to a mobile platform or to carry passengers in a first constrained space defined by mechanical constraints. The aircraft also includes a safety processing component, a first collision buffer device connected to the aircraft body, and the aircraft includes a parachute or a connecting part for connecting the parachute. The safety processing component includes a first safety processing unit and / or a second safety processing unit and / or a third safety processing unit. The first safety processing unit includes a constrained space flight monitoring and processing system and / or an automatic altitude monitoring and processing system and / or an automatic collision monitoring and processing system.

[0050] The constrained space flight monitoring and processing system is used to: when the aircraft is flying within the first constrained space, identify whether the position and / or movement trend of the aircraft is abnormal based on data acquired by sensors; and execute a preset first abnormal situation handling scheme when the position and / or movement trend is abnormal; the abnormal position and / or movement trend includes: the aircraft has a tendency to leave the second constrained space or the aircraft is outside the second constrained space, and part or all of the boundary of the second constrained space is within the boundary of the first constrained space; or, the aircraft has a tendency to reach the boundary of the first constrained space or the aircraft has reached the boundary of the first constrained space;

[0051] The automatic altitude monitoring and processing system is used to: acquire information including the aircraft's altitude above the ground based on sensors; and execute a preset flight altitude anomaly handling scheme when the aircraft's altitude above the ground exceeds a set altitude range. The preset flight altitude anomaly handling scheme includes: issuing a ground altitude anomaly warning, and / or invalidating manual control commands that cause the aircraft's altitude above the ground to deviate from the set altitude range, and / or controlling the aircraft to fly so that the aircraft's altitude above the ground is within the set altitude range.

[0052] The automatic collision monitoring and processing system is used to: analyze data acquired by sensors, and execute a preset collision risk handling scheme when the aircraft is at risk of collision with other objects; the preset collision risk handling scheme includes: issuing a collision risk warning, and / or invalidating manual control commands that would cause the aircraft to collide with other objects, and / or issuing a collision buffer trigger command to the collision buffer controller before the collision to trigger the first collision buffer device to be triggered; and / or controlling the aircraft to perform obstacle avoidance flight;

[0053] The second safety processing unit is used to: when the 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 aircraft's system 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 aircraft's system 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;

[0054] The third safety processing unit is used to: when the aircraft is flying, acquire the values ​​of the input parameters of the 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.

[0055] The mobile platform includes a power module and a safety connection component for driving the mobile platform to travel along a road or water surface. One end of the safety connection component is connected to the safety connection part of the mobile platform, and the other end of the safety connection component is connected to the aircraft.

[0056] The mechanical restraint facility is any one of the first mechanical restraint facility, the second mechanical restraint facility, and the third mechanical restraint facility;

[0057] The first mechanical restraint facility includes a top arresting member and a third collision buffer device located below the top arresting member. The vertical distance between the top arresting member and the third collision buffer device is greater than the distance between the top and bottom of the aircraft. The third collision buffer device is used to buffer the impact when the aircraft crashes. The top arresting member is used to prevent the aircraft from flying upward through the top arresting member and / or limit the maximum flight altitude of the aircraft.

[0058] The second mechanical restraint facility includes a track assembly, which includes a suspended track and a safety connection assembly. A first end of the safety connection assembly is connected to the track and is movable along the length extension direction of the track. A second end of the safety connection assembly is used to connect the aircraft to prevent the aircraft from leaving the first restraint space defined by the safety connection assembly.

[0059] The third mechanical restraint facility includes a utility tunnel assembly, which includes a top barrier, a bottom barrier, a left barrier, and a right barrier.

[0060] Based on the aircraft (A), alternative option A1:

[0061] The aircraft includes a power unit capable of generating lift, enabling it to take off and ascend vertically; and / or,

[0062] When the position and / or movement trend are normal, the aircraft is controlled to fly based on manual control commands generated by the aircraft's manual control component (transmitted to the flight control module); the aircraft includes a manual control component for generating manual control commands (transmitted to the flight control module) to control the aircraft's flight; and / or,

[0063] The rotor of the power unit is disposed in a duct or a net, or the power unit includes a jet engine; or, the aircraft is an EVTOL, a flying car, a flying motorcycle, a flying go-kart, a jetpack, or a disc-shaped aircraft; and / or,

[0064] The aircraft further includes a first connecting portion for connecting to the safety connection assembly; and / or,

[0065] The aircraft is provided with a human-machine interface component connected to the aircraft body, or the aircraft body 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 aircraft within the cross-section of the first constraint space and / or the second constraint space; and / or,

[0066] The model is the aircraft's center-of-mass dynamic equation or a pre-defined correspondence between dynamic parameters and crew mass; and / or,

[0067] The second safety processing unit is further configured to: the input parameter includes the total mass of the aircraft, and the value of the total mass of the aircraft is obtained by calculation using a model whose output parameter is the total mass of the 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; and / or,

[0068] The safety processing component further includes a first sensor module and / or a memory and / or a processor for sensing information required by the aircraft. The information required by the aircraft includes information required by the safety processing component. The safety processing component includes the first sensor module, which is more convenient than reading data from external sensors via a communication module.

[0069] Furthermore, the aircraft is equipped with a manual control component for receiving manual control signals and generating manual control commands to control the aircraft's flight through manual control. Alternatively, the manual control component may include a joystick, steering wheel, or pedal connected to the aircraft body, or it may include a remote control, voice control module, or touchscreen. The first connecting part may be a shackle, hook, threaded connector, or groove.

[0070] Based on the aircraft (A) or alternative A2 based on alternative A1 of the aircraft (A):

[0071] The safety processing component further includes a first communication module, used to output the flight direction of the aircraft so that the movable platform moves with the aircraft on a parallel plane of the road or water surface; or used to output information including the forward and backward direction of the aircraft in the length extension direction of the track so that a railcar equipped with a vehicle drive device on the track moves in the same direction as the aircraft in the length extension direction of the track; or used to output information including whether the aircraft is flying away from the first end or flying in the inward or outward direction so that the unwinding mechanism of the safety connection component, driven by the unwinding drive device, increases the length of the safety connection component when the aircraft flies away from the first end or flies outward.

[0072] The aircraft (2) includes the aircraft (A) and the alternative scheme A1.

[0073] The aircraft (3) includes the aircraft (A) and alternative A2, or includes the aircraft (2) and alternative A2.

[0074] In this invention, any one of the aircraft refers to any one of the aircraft (A), aircraft (2), and aircraft (3).

[0075] This application also discloses a control method (1) for an aircraft, applicable to any of the aircraft described in this invention, the control method comprising:

[0076] When the aircraft is in flight, it acquires the values ​​of preset model input parameters and performs calculations using the model. The input parameters include dynamic parameters, the values ​​of which are measured by sensors. The model's output parameter is a mass parameter, and the model output value of the mass parameter is displayed. Alternatively,

[0077] When the aircraft is in flight, the values ​​of the input parameters of a preset model are acquired and calculations are performed using the model. The model 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 aircraft's system is abnormal. When the aircraft's 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,

[0078] When the aircraft is flying within the first constrained space, the system identifies whether the aircraft's position and / or movement trend is abnormal; when the position and / or movement trend is abnormal, the system executes a preset first abnormal situation handling scheme, and / or, when the position and / or movement trend is not abnormal, the system controls the aircraft to fly based on the manual control commands generated by the aircraft's manual control components.

[0079] The control method (2) based on the control method (1) of the above-mentioned aircraft is applied to the above-mentioned aircraft (3), and the control method (2) further includes:

[0080] Control the flight of the aircraft, and

[0081] The output includes information on the forward and backward direction of the aircraft during flight along the length extension of the track to control the vehicle drive unit contained in the track vehicle so that the track vehicle and the aircraft move in the same direction along the length extension of the track; or the output includes the flight direction of the aircraft to control the power module of the movable platform so that the movable platform moves alongside the aircraft on a parallel plane of the road or water surface; and / or,

[0082] The output includes information on whether the aircraft is flying away from the first end or flying inward or outward, so that the unwinding mechanism, driven by the unwinding drive device, included in the safety connection assembly increases the length of the safety connection assembly when the aircraft is flying away from the first end or flying outward.

[0083] Alternatively, the forward and backward direction information of the railcar can be obtained to control the aircraft and the railcar to move in the same direction along the length of the track, or the travel direction of the movable platform on the road or water surface can be obtained to control the aircraft and the movable platform to move along with the movable platform on the parallel plane of the road or water surface.

[0084] This application also discloses another control method (3) for an aircraft, applied to the aforementioned aircraft (3), the control method comprising:

[0085] Control the flight of the aircraft, and

[0086] The output includes information on the forward and backward direction of the aircraft during flight along the length extension of the track to control the vehicle drive unit contained in the track vehicle so that the track vehicle and the aircraft move in the same direction along the length extension of the track; or the output includes the flight direction of the aircraft to control the power module of the movable platform so that the movable platform moves alongside the aircraft on a parallel plane of the road or water surface; and / or,

[0087] Output information on whether the aircraft is flying away from the first end so that the unwinding mechanism, which is driven by the unwinding drive device, included in the safety connection assembly increases the length of the safety connection assembly when the aircraft is flying away from the first end or flying outward.

[0088] Alternatively, the forward and backward direction information of the railcar can be obtained to control the aircraft and the railcar to move in the same direction along the length of the track, or the travel direction of the movable platform on the road or water surface can be obtained to control the aircraft and the movable platform to move along with the movable platform on the parallel plane of the road or water surface.

[0089] This application also discloses a control system for an aircraft, which is applied to any of the aircraft described in this invention, and is used to implement any of the control methods (1), (2), and (3) described above.

[0090] This application also discloses a storage system, including a memory, for recording flight operation data of any of the aircraft described in this invention. The data includes the aircraft's position and / or motion trend, the model's output value, the model's input parameter values, and any one or more of the aircraft's speed, acceleration, and angle.

[0091] Any one of the movable platforms in this invention is one of the movable platform (1), a movable platform (1Q) including the movable platform (1) and the optional solution Q1, the movable platform (2), and a movable platform (2Q) including the movable platform (2) and the optional solution Q2. Any one of the mechanical restraint facilities in this invention is one of the mechanical restraint facility (Y), a mechanical restraint facility (Y1) including the mechanical restraint facility (Y) and the optional solution Y1, and a mechanical restraint facility (Y2) including the mechanical restraint facility (Y1) and the optional solution Y2.

[0092] This application also discloses a flight system (1),

[0093] The flight system includes any of the movable platforms described in this invention and the aircraft, wherein the movable platform is provided with the safety connection component, and the second end of the safety connection component is connected to the aircraft; or, the flight system includes any of the movable platforms described in this invention and the aircraft, wherein the movable platform is not provided with the safety connection component; or, the flight system includes any of the mechanical restraint facilities described in this invention and the aircraft, wherein the mechanical restraint facility is a first mechanical restraint facility or a third mechanical restraint facility; or, the flight system includes any of the mechanical restraint facilities described in this invention and the aircraft, wherein the mechanical restraint facility is a second mechanical restraint facility, and the second end of the safety connection component is connected to the aircraft.

[0094] Optionally, the aircraft in the flight system (1) is any of the aircraft described in this invention.

[0095] This application also discloses another flight system (2), characterized in that the flight system includes any of the aircraft described in this invention and one of the mechanical restraint facilities or the mobile platform.

[0096] Optionally, the mobile platform in the flight system (2) is any mobile platform as described in this invention, and the mobile platform is provided with the safety connection component, the second end of the safety connection component being connected to the aircraft; or, the mobile platform is any mobile platform as described in this invention, and the mobile platform is not provided with the safety connection component; or, the mechanical restraint facility is any mechanical restraint facility as described in this invention, and the mechanical restraint facility is a second mechanical restraint facility, the second end of the safety connection component being connected to the aircraft; or, the mechanical restraint facility is any mechanical restraint facility as described in this invention, and the mechanical restraint facility is a first mechanical restraint facility or a third mechanical restraint facility.

[0097] This application also discloses a control method (1) for the flight system (1) or the flight system (2), the control method comprising: controlling the flight of the aircraft, wherein a movable platform included in the flight system (1) or the flight system (2) moves in the same direction as the aircraft on a plane parallel to a road surface or water surface; or, controlling the flight of the aircraft, wherein a railcar included in the flight system (1) or the flight system (2) moves in the same direction as the aircraft along the length extension direction of the rail. Optionally, controlling the flight of the aircraft may be achieved by receiving a manual control signal through the manual control component of the aircraft and controlling the flight of the aircraft.

[0098] This application also discloses a control system for the flight system (1) or the flight system (2) for implementing the control method (1) of the flight system (1) or the flight system (2).

[0099] Compared with the prior art, the beneficial effects of the aircraft and aircraft system provided in the embodiments of this application are as follows:

[0100] Safety in manned flight is paramount; even the slightest negligence can lead to catastrophic loss of life. No single technology can guarantee safety. Even seemingly simple technological advancements across multiple fields, often subtle ones, can be invaluable in saving lives. For example, in cultural, entertainment, and tourism settings, it's difficult to ensure safety when ordinary citizens fly airplanes without a movable platform or mechanical restraints (they might crash at altitudes of hundreds or thousands of meters). Using a movable platform or mechanical restraints to define the primary restraint space, coupled with safety processing components (based on hardware and software and possessing various specialized functions), can subtly enhance safety.

[0101] In the industry's conventional thinking and prejudice, aircraft cannot be mechanically restrained. However, this invention features a movable platform or mechanical restraint facility to restrain the flight of the aircraft, which helps to improve flight safety through movable platforms or mechanical restraint (avoiding major crashes that may be caused by uncontrolled aircraft flying to altitudes of hundreds or thousands of meters).

[0102] Among them, the track technology originated from the train field, and conventional trains are all on the track with the car on top and the track below. However, this invention allows the aircraft to fly upside down on the track (or the safety connection part of the movable platform), the safety connection component (safety rope) comes from the extreme sports bungee jumping field, and the pipe gallery technology comes from the construction field, which are not commonly used technologies in the aircraft field.

[0103] The first safety processing unit detects position and / or movement trends and / or height anomalies and / or collision predictions (which help to rule out safety incidents caused by human error in control).

[0104] 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).

[0105] 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 (personnel's) mass through power parameters (i.e., using the engine instead of scales), which helps personnel to intuitively verify the safety of the aircraft by sight and hearing, and enhances the credibility of the safety system.

[0106] 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, automobiles, boats, bungee jumping safety ropes, or building pipe corridors) 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, and visual verification of safety reliability). This significantly improves the safety of manned flight and helps non-professional pilots realize their dream of safely flying and soaring through the blue sky, making it of significant value. Attached Figure Description

[0107] The solution of this application will be further described in detail below with reference to the accompanying drawings and embodiments. In the accompanying drawings:

[0108] Figure 1 is a structural schematic diagram of an embodiment of the flight system provided in this application;

[0109] Figure 2 is a structural schematic diagram of an embodiment of the aircraft provided in this application;

[0110] Figure 3 is a side view of an embodiment of the aircraft provided in this application;

[0111] Figure 4 is a structural schematic diagram of an embodiment of the aircraft containing a first collision buffer device provided in this application;

[0112] Figure 5 is a hardware block diagram of an embodiment of the aircraft provided in this application;

[0113] Figure 6 is a structural schematic diagram of an embodiment of the flight system including a mobile platform and an aircraft provided in this application;

[0114] Figure 7 is a structural schematic diagram of an embodiment of the railcar provided in this application;

[0115] Figure 8 is a side view of an embodiment of the flight system including a mobile platform and an aircraft provided in this application;

[0116] Figure 9 is a structural schematic diagram of an embodiment of a secure connection component of this application;

[0117] Figure 10 is a top view of an embodiment of the flight system including a mobile platform and an aircraft provided in this application;

[0118] Figure 11 is a structural schematic diagram of another embodiment of the flight system containing another mobile platform and an aircraft provided in this application;

[0119] Figure 12 is a schematic diagram of an embodiment of the human-computer interaction interface provided in this application;

[0120] Figure 13 is a schematic diagram of another embodiment of the human-computer interaction interface provided in this application;

[0121] Figure 14 is a schematic diagram of another embodiment of the human-computer interaction interface provided in this application;

[0122] Figure 15 is a side view of one embodiment of the flight system provided in this application in a specific scenario;

[0123] Figure 16 is a side view of another embodiment of the flight system provided in this application;

[0124] Figure 17 is a rear view of one embodiment of the flight system with a third collision buffer device provided in this application;

[0125] Figure 18 is a rear view of another implementation of the flight system provided in this application in another scenario;

[0126] Figure 19 is a rear view of an embodiment of a circular tube gallery assembly provided in this application;

[0127] Figure 20 is a flowchart illustrating an embodiment of the aircraft control method provided in this application;

[0128] Figure 21 is a structural schematic diagram of an embodiment of the mechanical restraint facility provided in this application;

[0129] Figure 22 is a structural schematic diagram of another embodiment of the mechanical restraint facility provided in this application;

[0130] Figure 23 is a schematic diagram of an embodiment of the multi-track flight system provided in this application;

[0131] Figure 24 is a structural schematic diagram of an embodiment of the aircraft containing a parachute and a first collision buffer device provided in this application.

[0132] Figure 25 is a structural schematic diagram of an embodiment of the track support provided in this application;

[0133] Figure 26 is a structural schematic diagram of an embodiment of the cableway track assembly provided in this application;

[0134] Figure 27 is a structural schematic diagram of another embodiment of the secure connection component provided in this application;

[0135] Figure 28 is a structural schematic diagram of another embodiment of the secure connection component provided in this application;

[0136] Figure 29 is a structural schematic diagram of an embodiment of the flight system with a movable platform having a top arresting element provided in this application.

[0137] Figure 30 is a top view of an embodiment of the aircraft provided in this application;

[0138] Figure 31 is an embodiment of a general-purpose functional device provided in this application.

[0139] The figures are labeled as follows: 100, aircraft; 110, aircraft body; 120, first connecting part; 151, manual 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 interaction component; 160, power component; 1601, motor driver; 1602, motor; 1603, rotor assembly; 160A, left front power component; 160B, left rear power component; 160C, right front power component; 160D, right rear power component; 170, power supply; 180, first collision buffer device; 190, parachute; 300. Movable platform; 360. Safety connection part; 360_2. Second safety connection part; 380. Second collision buffer device; Arrow X1 indicates the flight direction of the aircraft; Arrow X2 indicates the travel direction of the movable platform; 10000. Road surface; 500. Mechanical restraint facilities; 501. Mechanical restraint facilities of the first layer; 502. Mechanical restraint facilities of the second layer; 510. Top group of barriers; 510A. Horizontal top barrier; 510I. Vertical top barrier; 520. Bottom group of barriers; 530. Left barrier; 540. Right barrier; 528. Third collision buffer device; 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 wheel; 5902, second cable wheel; 5903, cable; 5904, cable connection part. Detailed Implementation

[0140] In this paper, the 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.

[0141] 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 avoid crash injuries and fatalities). Therefore, a mobile platform, mechanical restraint facilities, and a completely new aircraft were designed to improve safety.

[0142] Traditional aircraft operate in a first (manual) mode and a second (autopilot) mode, which cannot guarantee safety. These modes can also be referred to as paradigms.

[0143] The core objective of this invention, a completely new design, is a third mode that is a "limited special safety space + automatic safety monitoring and processing" mode. The special safety space can be a first / second constraint space defined by a movable platform or mechanical restraint facilities; it can also be a (maximum) collision safety space set based on the safety height of the (first) collision buffer device; or it can be a (minimum) parachute safety space defined by the minimum safe landing height of the parachute. The third mode particularly allows for manual piloting, enabling passengers to fully experience the joy of flying, facilitating the development of low-altitude economic (cultural tourism and entertainment) industries, enabling early self-sustaining growth, circulation, verification, and improvement of the safety and operational feasibility of the entire industry.

[0144] A systematic (6-step) solution for improving flight safety:

[0145] (1) The aircraft includes a third safety processing unit (based on multi-type / multi-factor parameter (dynamics) model, power system (engine) parameter calculation (personnel) quality and human-computer interaction display to facilitate (disruptive, intuitive and fast) assessment of safety status / establishment of safety system credibility).

[0146] (2) The aircraft also includes a second safety processing unit (based on multi-type / multi-factor parameter (dynamic) model calculation to construct a power system (high sensitivity, early) fault detection and early warning system to prevent problems before they occur (just like treating a patient, early diagnosis and treatment is more meaningful than late diagnosis and treatment)).

[0147] (3) The aircraft is also compatible with a mobile platform containing a safety connection component (safety rope) or can carry people in the first constraint space defined by the second mechanical constraint facility, and contains a constraint space flight monitoring and processing system (which provides mechanical (near-absolute) safety protection by the safety connection component (safety rope), provides software protection, and enables the aircraft to continuously fly, verify, record and analyze data).

[0148] (4) The aircraft can also carry people in the first constraint space of the first mechanical constraint facility (sandwich type of wide square) or the third mechanical constraint facility (narrow tube gallery type) by mechanically limiting the flight altitude / space of the aircraft, and cooperating with the constraint space flight monitoring and processing system to ensure flight safety, and continue to realize the continuous flight, verification, data recording and analysis of the aircraft.

[0149] (5) The aircraft is also equipped with a first collision buffer device connected to the aircraft body, an automatic altitude monitoring and processing system, and an automatic collision monitoring and processing system (which can trigger an early warning before a collision) (which limits the flight altitude of the aircraft by electronic / software control to ensure flight safety and continue to enable the aircraft to fly, verify, record and analyze data in open (ultra-low altitude) scenarios).

[0150] (6) The aircraft is also equipped with a parachute or a connecting part for connecting the parachute (the parachute prevents damage from high-altitude crashes, the first collision buffer device / airbag prevents damage from low-altitude crashes, and various conventional safety technologies, such as power and control device redundancy, meteorological data analysis and prediction, etc., to improve the safety of the aircraft in (unlimited) open scenarios.

[0151] Calculating mass parameters (especially personnel mass) using a pre-set model incorporating dynamic parameters (instead of conventional weighing) and displaying them to users may seem simple, but it holds significant importance for flight safety. Among thousands of flight parameters, mass parameters (personnel mass, total aircraft mass, or aircraft mass excluding personnel) are among the few that don't fluctuate drastically, are easy to observe and identify; personnel mass, in particular, is one of the most readily identifiable parameters due to the high degree of familiarity with the personnel and the ease of verifying its authenticity. Furthermore, this parameter has another characteristic: different people have different masses, making it impossible for aircraft manufacturers to virtually pre-set mass data for every individual. The model's input parameters include dynamic 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 personnel mass using dynamic parameters is an ideal solution—one in a million—that allows personnel to independently verify its authenticity, validate the reliability of the aircraft's safety system, and alleviate safety anxieties.

[0152] For example, if a person's actual weight is 50 kg, and the model calculates a weight value between 49 and 51 kg with a deviation within 2%, the person can visually or aurally determine that the aircraft is in good safety condition and can safely ride and fly it. If the model calculates a weight value with a large deviation (e.g., less than 30 kg or greater than 80 kg), the person can visually or aurally determine that the aircraft is in poor safety condition and take immediate appropriate action to ensure safety.

[0153] Mechanical restraints are facilities that constrain the space in which an aircraft flies using mechanical components. Mechanically constrained space refers to the space defined by the mechanical restraints for aircraft flight. Mechanical restraints are used to improve the safety of aircraft flight. The restraint space can also be called a safety space. Restraint can also be called limitation. The mechanical restraint space can also be called the first restraint space or mechanical safety space. The first restraint space can also be called the first safety space. The electronic restraint space can also be called the second restraint space. The second restraint space can also be called the second safety space. The second mechanical restraint facility limitation can be called the track assembly limitation or the safety connection assembly limitation. The third mechanical restraint facility limitation can also be called the gallery assembly limitation. The gallery assembly limitation can also be called the limitation by the top arresting element, bottom arresting element, left arresting element, and right arresting element. The safety connection assembly is used to prevent the aircraft from leaving the space defined by the safety connection assembly. This space refers to the first restraint space. Mechanical restraints are also called mechanical safety devices. Restraints are also called safety devices.

[0154] Aircraft-mobile platform compatibility refers to the following: the sum of the mobile platform's mass and the minimum personnel mass set for the mobile platform generates a gravitational force greater than the maximum lift the aircraft can generate, or the gravitational force generated by the mobile platform's mass exceeds the maximum lift the aircraft can generate. Aircraft-mobile platform compatibility can also refer to: the mobile platform being able to carry the aircraft, and / or the mobile platform and the aircraft moving in the same direction on a parallel plane (road or water surface) when the aircraft flies forward, backward, left, or right. This solution improves aircraft safety through the mobile platform, avoiding the risk of personnel and the mobile platform being lifted into the air by excessive aircraft lift. Co-directional movement can be achieved by the aircraft towing (without power) the mobile platform, or by a power module driving the mobile platform in the same direction. The minimum personnel mass is set according to different aircraft models. For example, for an aircraft and mobile platform specifically designed for children, the minimum personnel mass can be 20 kg. The minimum personnel mass for adults can be 50 kg. Flight altitude refers to the aircraft's altitude above the ground. "Bearing" refers to suspending or supporting. Supporting allows the aircraft 100 to leave the ground. "The movable platform 300 can bear the aircraft 100" means that the movable platform 300 has a set strength to suspend or support the aircraft 100 (without crushing it).

[0155] 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.

[0156] Arrow X1 indicates the flight direction of the aircraft; arrow X2 indicates the travel direction of the mobile platform; 10000 represents the road surface.

[0157] Please refer to Figures 6, 8, 10, 11, and 29. This application provides an embodiment of a mobile platform 300:

[0158] Mobile platform 300 includes:

[0159] The power module is used to drive the mobile platform 300 to travel along the road or water surface;

[0160] The orientation information acquisition module is used to acquire the flight direction of the aircraft 100;

[0161] The control module is used to: control the power module to make the movable platform 300 move in the same direction as the aircraft 100 on a parallel plane of the road or water surface, or make the travel direction of the movable platform 300 consistent with the flight direction of the aircraft 100 on a parallel plane of the road or water surface, or make the movable platform 300 move with the aircraft 100 on a parallel plane of the road or water surface, based on the flight direction of the aircraft 100.

[0162] The movable platform 300 is also equipped with a safety connection component 580. The first end of the safety connection component 580 is connected to the movable platform 300, and the second end is used to connect to the aircraft 100. Alternatively, the movable platform 300 is also equipped with a second collision buffer device 380, which acts as a collision buffer in the event of a crash involving the aircraft 100. The second collision buffer device 380 is located below the aircraft 100. The aircraft 100 is adapted to the movable platform 300. In this embodiment, the movable platform 300 is a vehicle. The movable platform 300 can travel on the road surface 10000. Both traveling and flying can be referred to as motion. Motion can also be referred to as movement. The ground can also be referred to as the road surface. Optionally, the parallel plane of the road surface or water surface is a horizontal plane.

[0163] The safety connection component 580 is used to prevent the aircraft 100 from leaving the space defined by the safety connection component 580. In the mobile platform 300, the first end of the safety connection component 580 is connected to the safety connection part 360 of the mobile platform 300, and the second end of the safety connection component 580 is used to connect the aircraft 100.

[0164] The aircraft 100 is adapted to the movable platform 300. The movable platform 300 improves the flight safety of the aircraft 100. The aircraft 100 can fly within the space defined by the safety connection assembly 580. Optionally, the cross-sectional area of ​​the second collision buffer device 380 in the horizontal plane is larger than the cross-sectional area of ​​the aircraft 100 in the horizontal plane.

[0165] Furthermore, one embodiment of the mobile platform 300 also includes any one or more of the following optional platform schemes 1, 2, 3, 4, and 5.

[0166] Platform Option 1: The safety connection component 580 can suspend the aircraft 100, and / or the safety connection component 580 is used to generate an upward pulling force on the aircraft 100 and / or to reduce the impact force generated when the aircraft 100 collides with an object below the aircraft 100. The aircraft 100 can fly below the safety connection part 360. The safety connection part 360 can be located above the main body of the mobile platform. Suspending the aircraft 100 means that the aircraft is suspended from the safety connection part 360. The connection part of the mobile platform used to connect the first end of the safety connection component is the safety connection part 360.

[0167] Platform Option 2: A top arresting element 510 is provided above the safety connection part 360. The top arresting element 510 is used to prevent the aircraft 100 from flying upward through the top arresting element 510 and / or to prevent the aircraft 100 from flying from one side of the top arresting element 510 to the other side through the top arresting element 510. Both the top arresting element 510 and the safety connection part 360 can be connected to the fuselage or support of the movable platform 300.

[0168] As shown in Figure 29, a flight system includes a mobile platform with a top arresting member. The mobile platform 300 has a top arresting member 510 above the (first) safety connection part 360 on its upper part. The mobile platform also includes a second safety connection component 580_2. One end of the second safety connection component 580_2 is connected to the lower part of the aircraft 100, and the other end is connected to the second safety connection part 360_2 on the lower part of the mobile platform 300.

[0169] Platform Option 3: The control module can also receive manual control commands from the manual control components of the mobile platform 300, and control the mobile platform 300 to drive according to the manual control commands; and / or, the mobile platform includes an automatic driving module for controlling the mobile platform to drive through an automatic driving mode.

[0170] Platform Option 4: The orientation information acquisition module can also acquire information on whether the aircraft 100 is flying away from the first end. The safety connection component 580 also includes an unwinding mechanism, which is used to increase the length of the safety connection component 580 when the aircraft 100 is away from the first end and / or decrease the length of the safety connection component 580 when the aircraft 100 is close to the first end. When the aircraft 100 is away, the safety connection component 580 becomes longer and does not obstruct the flight of the aircraft 100. When the aircraft 100 is close to the first end, the length of the platform safety connection component 580 can be reduced to avoid entanglement.

[0171] Further optionally, the safety connection assembly also includes an unwinding drive device for driving the unwinding mechanism; a control module couples the unwinding drive device; the control module controls the unwinding drive device, and the unwinding drive device drives the unwinding mechanism to adjust the length of the safety connection assembly 580.

[0172] The unwinding mechanism can be a non-powered unwinding mechanism or a unwinding mechanism driven by an unwinding drive device. A non-powered unwinding mechanism can be an unwinding mechanism with an elastic element, such as a tape measure type unwinding mechanism.

[0173] Another implementation scheme for the mobile platform 300: In the first embodiment of the mobile platform 300 and the optional schemes of each platform, the mobile platform 300 is replaced by a boat or raft.

[0174] The orientation information acquisition module, control module, and power module are sequentially signal-coupled. The signal output terminal of the orientation information acquisition module is electrically connected to the signal input terminal of the control module, and the signal output terminal of the control module is electrically connected to the signal input terminal of the power module. The power module and the driving device are power-coupled. The power output terminal of the power module is connected to the power input terminal of the driving device.

[0175] The orientation information acquisition module includes a second communication module or a second sensor module for communicating with the first communication module of the aircraft 100. The second communication module communicates with the first communication module to obtain the flight direction of the aircraft 100.

[0176] Please refer to Figures 6, 8, 10, 11, and 29. This application provides a second embodiment of a mobile platform 300:

[0177] Mobile platform 300 includes:

[0178] A safety connection component, wherein a first end of the safety connection component is connected to the movable platform, and a second end is used to connect to an aircraft capable of carrying people and vertical take-off and landing; and the gravity generated by the sum of the mass of the movable platform and the minimum personnel mass set for the movable platform is greater than the maximum lift that the aircraft can generate, or the gravity generated by the mass of the movable platform is greater than the maximum lift that the aircraft can generate; when the aircraft flies forward, backward, left, or right, it can drag the movable platform to move along a road or water surface;

[0179] The safety connection assembly can suspend the aircraft, and / or the safety connection assembly is used to generate an upward pulling force on the aircraft and / or to reduce the impact force generated when the aircraft collides with an object below the aircraft; and / or the movable platform further includes a second collision buffer device for acting as a collision buffer in the event of a crash of the aircraft.

[0180] Furthermore, the movable platform 300 shown in Embodiment 2 can also adopt the above-mentioned optional platform solution 2: a top blocking member 510 is provided above the safety connection part 360. Its function is the same as that of the movable platform 300 shown in Embodiment 1.

[0181] The mobile platform 300 shown in Embodiment 1 is driven by a power module. The mobile platform 300 shown in Embodiment 2 may be unpowered. Furthermore, the mobile platform 300 may also be a vehicle. This vehicle is equipped with a driving device including a wheeled running gear and can be towed by an aircraft. The mobile platform 300 shown in Embodiment 2 may also be an unpowered boat or raft that can float on water and may also be towed by an aircraft.

[0182] Please refer to Figure 29. The chassis of the movable platform 300 can also be circular. For example, the chassis could be a circular safety airbag.

[0183] A suspended aircraft can also be called an aircraft suspension. A suspended aircraft refers to an aircraft that is wholly or partially suspended in the air, or whose pressure on objects below it is reduced. Reducing the pressure on objects below the aircraft includes situations where the aircraft and the object below are in contact (not suspended), but the tension has partially or completely offset the aircraft's weight. If the movable platform 300 is equipped with a support device for supporting the aircraft 100, then the object below the aircraft 100 refers to the support device of the movable platform 300. The support device can be the base plate of the movable platform 300 or the second collision buffer device 380. If the movable platform 300 is not equipped with a support device, then the object below it is the bottom surface of the driving environment. If the movable platform is a vehicle, then the bottom surface of the driving environment is a road surface. If the movable platform is a boat, then the bottom surface of the driving environment is water.

[0184] In platform option 1, the safety connection 360 is higher than the support surface (facing upwards) of the support device of the movable platform 300. The safety connection 360 can be higher than the upper surface of the aircraft 100. The vertical distance between the safety connection 360 and the bottom surface or support surface of the driving environment supporting the movable platform 300 is greater than the vertical distance between the top and bottom of the aircraft 100. If the safety connection 360 is above the aircraft 100, and the length of the safety connection assembly 580 is too long, the aircraft 100 may have already contacted an object below the aircraft 100, and the safety connection assembly 580 has not yet generated tension, thus failing to provide suspension or reduce the impact force during a collision. If the safety connection 360 is located on the support surface, below the aircraft 100, suspension is also not possible.

[0185] Optionally, the same-direction movement is synchronous movement. Optionally, the second collision buffer device 380 is located below the aircraft 100.

[0186] The second collision buffer 380 is used to reduce the impact force when the aircraft 100 collides with the movable platform 300, and the impact point is the area covered by the second collision buffer 380. Normally, the aircraft 100 is located above the second collision buffer 380. The impact specifically refers to an impact from above.

[0187] Understandably, the movable platform 300 moves alongside the aircraft 100 on a parallel plane of the road or water surface. The movable platform 300 may lag behind the aircraft 100, or both may move simultaneously, or the movable platform 300 may move before the aircraft 100. "Same" can mean roughly the same. "In the same direction" can mean roughly the same direction. Aircraft motion refers to the aircraft flying. Movable platform motion refers to the movable platform traveling. The flight direction of the aircraft 100 refers to the direction of the aircraft 100 relative to the ground or the direction of the aircraft 100 relative to the movable platform 300. The movable platform 300 and the aircraft 100 moving in the same direction on a parallel plane of the road or water surface means that when the aircraft 100 flies in a certain direction, the movable platform 300 also travels in that direction. This certain direction can be any one of forward, backward, left, or right. For example, when the aircraft 100 flies forward, the movable platform 300 also moves forward; or, when the aircraft 100 flies backward, the movable platform 300 also moves backward.

[0188] The term "driving mobile platform 300" refers to the driving device that drives the mobile platform 300. The driving device of a vehicle includes a wheeled or tracked driving mechanism. The driving device of a boat or raft includes a propeller, jet propeller, or waterjet propeller (or a linearly reciprocating propeller that generates thrust, or a rotatable waterwheel propeller). (A rotatable waterwheel propeller can generate thrust radially along the propeller's axis of rotation.) The propeller generates axial thrust when rotating. The vehicle can be an amphibious vehicle. The driving device of an amphibious vehicle can propel the vehicle both on land and on water.

[0189] Both boats and rafts are watercraft and do not sink. Boats have enclosed or semi-enclosed cabins for carrying people or cargo. Rafts do not have enclosed or semi-enclosed cabins for carrying people or cargo. Rafts are simple floating structures, usually made of bamboo, wood, sheepskin, or pontoons.

[0190] As shown in Figure 6, the movable platform 300 is configured as a non-sinkable waterborne vehicle. If the second collision buffer device 380 included in the movable platform 300 has an upwardly protruding edge that can form a semi-enclosed passenger or cargo compartment, then the movable platform 300 is a boat. If the second collision buffer device 380 included in the movable platform 300 does not have an upwardly protruding edge and is plate-shaped, then the movable platform 300 can be considered a raft or a floating vehicle. The propulsion device of the boat or raft (e.g., a propeller-type propulsion unit) can be installed at the rear of the waterborne vehicle and can be submerged in water for propulsion. A wheeled propulsion mechanism driven by a power module, as shown in Figures 6, 8, and 11, can be installed on the waterborne vehicle for land travel. Then the waterborne vehicle is an amphibious vehicle.

[0191] In platform option 1, the upper and lower boundaries of the first constrained space defined by the mobile platform 300 are defined by parameters including the installation height of the safety connection part 360 within the mobile platform 300 and the length of the safety connection component 580. The boundaries of the first constrained space are defined by parameters including the boundaries of the area for the mobile platform 300 to travel on. The first constrained space can be flat. The upper boundary refers to the highest boundary that the aircraft 100 can reach. The lower boundary refers to the lowest boundary that the aircraft 100 can reach. The boundaries of the four sides refer to the outermost boundaries that the aircraft 100 can reach.

[0192] There are two approaches to ensuring the movable safety device moves in the same direction as the adapted aircraft. One approach involves sending manual control commands and signals from the aircraft to the movable safety device via a first communication module. The same manual control component and commands simultaneously control both the aircraft and the movable safety device, achieving their synchronized movement. The other approach involves controlling the aircraft's flight via a manual control component and commands. The movable safety device uses corresponding sensor modules to sense the aircraft's flight direction and then uses a corresponding control module to control its movement in the same direction as the aircraft. The movable safety device refers to a mobile platform or a railcar within a second mechanical restraint facility. The corresponding sensor module for the mobile platform is the second sensor module. The corresponding sensor module for the railcar is the third sensor module. The information acquisition module includes a communication module and sensor modules. The communication module transmits relevant directional information and manual control commands, while the sensor modules detect, sense, and provide feedback on orientation information and correct movement.

[0193] Please refer to Figures 1, 12-19, 21-23, and 25. The following are embodiments of multiple mechanical restraint facilities provided in this application:

[0194] Please refer to Figure 17 (rear view of the flight system including the third collision buffer device). This application provides an embodiment of the mechanical restraint facility:

[0195] The mechanical restraint facility is a first mechanical restraint facility (a sandwich-type facility with a wide plaza top and bottom), configured to restrain the aircraft 100 from manned flight within the first restraint space defined by the mechanical restraint facility. The first mechanical restraint facility includes a top arresting member 510 and a third collision buffer device 528 located below the top arresting member 510. The vertical distance between the top arresting member 510 and the third collision buffer device 528 is greater than the distance between the top and bottom of the aircraft 100. The third collision buffer device 528 serves to buffer the impact in the event of a crash of the aircraft 100. The top arresting member 510 prevents the aircraft 100 from flying upwards past the top arresting member and / or limits the maximum flight altitude of the aircraft 100. The first restraint space is defined by the top arresting member and the third collision buffer device located below the top arresting member of the first mechanical restraint facility.

[0196] Flying within the maximum flight altitude limited by the top arresting member 510, even if the aircraft 100 crashes, the damage to the human and machine can be reduced. The first collision buffer device 180 connected to the aircraft body 110 can further reduce the degree of human and machine injury when the aircraft 100 crashes.

[0197] The vertical spacing between the top arresting member 510 and the third impact buffer device 528 is set such that the speed at which the aircraft 100 hits the ground at a height in space is within a set speed range and / or the maximum impact force at which the aircraft 100 hits the ground is within a set impact force range. As shown in Figure 17, the third impact buffer device 528 is disposed on the bottom arresting member 520. In some other embodiments, the third impact buffer device 528 may be disposed on the ground.

[0198] Any collision buffer device is used to buffer the impact when the aircraft 100 crashes, meaning that the collision buffer device is used to reduce the impact force on objects below the aircraft 100 when the aircraft 100 crashes. The collision buffer device includes a body for collision buffering and / or a connecting part for mounting the body for collision buffering.

[0199] Please refer to Figures 1, 12, 15, 16, 17, 18, 19, 21, 22, 23, and 25 for a second embodiment of the mechanical restraint device provided in this application:

[0200] The mechanical restraint facility is a second mechanical restraint facility, which is configured to restrain the aircraft 100 from manned flight within a first restraint space defined by the mechanical restraint facility.

[0201] The second mechanical restraint facility includes a track assembly comprising 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, while the other end is used to connect to the aircraft 100. The track assembly is used to define the first restraint space. "Suspended" can also be referred to as "off-ground."

[0202] Furthermore, as in Embodiment 2, the second mechanical restraint facility includes a blocking assembly. The track assembly and the blocking assembly can jointly define the first restraint space. The blocking assembly includes a bottom blocking member 520 located below the track 560 for preventing the aircraft 100 from flying downwards through the bottom blocking member 520; and / or, the blocking assembly includes a top blocking member 510 located above the track 560 for preventing the aircraft 100 from flying upwards through the top blocking member 510 and / or flying from one side of the track 560 to the other; and / or, the blocking assembly further includes a left blocking member 530 located to the left of the track 560 for preventing the aircraft 100 from flying to the left through the left blocking member 530; and / or, the blocking assembly further includes a right blocking member 540 located to the right of the track 560 for preventing the aircraft 100 from flying to the right through the right blocking member 540.

[0203] Flying upwards can also be referred to as crossing the boundary from above or upwards. Flying downwards can also be referred to as flying downwards or downwards. Flying to the left can also be referred to as crossing the boundary from the left or leftwards. Flying to the right can also be referred to as crossing the boundary from the right or rightwards. Crossing the boundary in a certain direction can also be referred to as crossing the boundary in a certain direction. A certain direction can be upwards, downwards, left, or right.

[0204] Optionally, as in the second mechanical restraint facility of Embodiment 2, one end of the safety connection component 580 is connected to the track 560 and is movable along the length extension direction of the track 560. 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 is movable along the length extension direction of the track 560. The track vehicle 570 is disposed on the track 560. The track vehicle 570 is adapted to the track 560.

[0205] The top, bottom, left, and right barriers, along with the track assembly, provide dual protection against overrunning, enhancing safety.

[0206] The top arresting element 510 includes a horizontal top arresting element 510A to prevent the aircraft 100 from flying upwards through the horizontal top arresting element 510A; or, the top arresting element 510 includes a vertical top arresting element 510I to prevent the 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 called a Class T top arresting element 510. A horizontal top arresting element can also be called a horizontal top arresting element or a Class A top arresting element. A vertical top arresting element can also be called a vertical top arresting element or a Class I top arresting element. A horizontal top arresting element is simple, feasible, and safe. A vertical top arresting element prevents the aircraft from flying from one side to the other and can prevent safety connection components from becoming entangled in the track.

[0207] 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.

[0208] Furthermore, as in Embodiment 2, the second mechanical restraint facility also includes any one or more of the following preferred embodiments 1.1, 1.2, 1.3 and 1.4.

[0209] 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 aircraft 100 and / or the top arresting element 510 is used to prevent the 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 aircraft 100 flying above the track, falling and hitting the track, and the safety connection components becoming entangled in the track.

[0210] When aircraft 100 flies above orbit 560, it means that the lower surface of aircraft 100 is higher than the upper surface of orbit 560. In other words, aircraft 100 as a whole flies above orbit 560. Specifically, "aircraft 100 is above orbit 560" refers to the area where the lower surface of aircraft 100 is higher than the upper surface of orbit 560, and the orthographic projection of aircraft 100 onto the ground overlaps with the orthographic projection of orbit 560 onto the ground.

[0211] 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 aircraft 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 defined by the track assembly, and the two are close vertically. In this option, the bottom arresting member 520 provides dual protection against underrunning with the track assembly, which is beneficial for safety, and does not interfere with the operation of the aircraft in the first constraint space S12, thus maximizing the performance of the track assembly.

[0212] 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 530 and the track assembly provide dual protection against left-side boundary crossing, which is beneficial for safety and does not interfere with the operation of the track assembly, maximizing the performance of the track assembly.

[0213] 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.

[0214] 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 people's fear of heights.

[0215] 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 channel formed by the inner walls of the top barrier 510, bottom barrier 520, left barrier 530, and right barrier 540 is the internal channel of the utility tunnel assembly. This internal channel is the first constraint space. The internal channel of the utility tunnel assembly is also referred to as the first constraint space defined by the utility tunnel assembly.

[0216] Please refer to Figure 13, Embodiment 3 of the (narrow tube gallery type) mechanical restraint facility: The mechanical restraint facility is a third mechanical restraint facility, which includes a tube gallery assembly. This mechanical restraint facility is configured to restrain the aircraft 100 during manned flight within a first restraint space defined by the mechanical restraint facility. The tube gallery assembly includes a top arresting member 510, a bottom arresting member 520, a left arresting member 530, and a right arresting member 540. The tube gallery assembly includes a top arresting member 510 located above the internal passage of the tube gallery assembly, 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.

[0217] Please refer to Figures 1, 12, 15, 16, 17, 18, 19, 21, 22, 23, and 25: In this series of figures, if the track 560 or safety connection assembly 580 included in the mechanical restraint facility is removed, the mechanical restraint facility can become a third mechanical restraint facility containing the pipe rack assembly. If any mechanical restraint facility includes both a track assembly and a pipe rack assembly, the track 560 included in the track assembly is located 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. Optionally, the track 560 is located in the upper-middle part of the internal passageway of the pipe rack assembly. This scheme is a comprehensive layout that is simple and effective.

[0218] 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 aircraft 100 from detaching from the internal passage of the tunnel assembly. The tunnel assembly is used to prevent the 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 or 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.

[0219] The first constraint space defined by mechanical restraint facilities is generally not labeled. The first constraint space S12 defined by the track assembly and the first constraint space S11 defined by the utility tunnel assembly are labeled differently for easy identification. To distinguish it from the second constraint space S2, the first constraint space defined by mechanical restraint facilities in some 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 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 first constraint space S12 defined by the track assembly.

[0220] 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.

[0221] Please refer to Figure 14. The shape of the boundary of the first constraint space S12 defined by the track assembly in cross-section is as follows: when the first end of the safety connection component 580 is connected to the track 560, the second end of the safety connection component 580 is connected to the aircraft 100, and the safety connection component 580 is at its maximum length, the line connecting the outermost position points that the aircraft 100 can reach in a 360-degree direction (up, down, left, and right) under normal flight conditions, with the first end of the safety connection component 580 as the center. For the sake of simplicity and ease of understanding, since the position of the first end of the safety connection component 580 is very close to the track 560, the position of the first end of the safety connection component 580 can be used to indicate the position of the first end of the safety connection component 580. Since the vertical axis O' is close to the position of the track 560, for simplicity, the position of the first end of the safety connection component 580 can also be indicated by the vertical axis O' of the first constraint space S12. The space within the boundary of the first constraint space S12 is the first constraint space S12. The shape of the boundary of the first constraint space S12 in cross-section is circular or approximately circular. Since the top of the aircraft 100 is facing upwards in normal flight, and since the second end of the safety connection component 580 is normally located in the upper middle part of the aircraft 100, the distance between the aircraft 100 and the first end when it is at its lowest point may not be the same as the distance between the aircraft 100 and the first end when it is at its highest point.

[0222] The first constraint space S12 is a cylindrical space drawn along the extension direction of 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 aircraft 100 may fly above track 560 (in the event of a malfunction or control error, it may fall from above and crash into track 560, crash into track 560 first and then fall again, or become entangled in track 560).

[0223] Please refer to Figures 12, 13, 17, 18, and 19. The utility tunnel assembly includes a top barrier 510, a bottom barrier 520, a left barrier 530, and a right barrier 540. These three elements collectively define a first constraint space S11. This first constraint space S11 is the internal passageway of the utility tunnel assembly. 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 represent the boundaries of the first constraint space S11. In other embodiments, it may also be trapezoidal or rhomboid.

[0224] The width, height, and length of the aircraft 100 are all smaller than the corresponding dimensions of the internal passageway of the utility tunnel. Under normal circumstances, the aircraft 100 can fly freely inside the utility tunnel. The utility tunnel components can prevent the 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 aircraft 100 loses power or malfunctions, its movement can be promptly restricted by arresting components, such as stopping its descent, thereby preventing the accident situation from worsening.

[0225] 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 the aircraft (such as preventing the 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 aircraft 100 is more likely to collide with the arresting elements and the inner wall of the utility tunnel than in an open space.

[0226] 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 based on the upper boundary of the first constraint space S11 defined by the tunnel assembly; the boundaries below the upper boundary of the first constraint space S1 are the left boundary, the right boundary, and the lower boundary, which are defined based on 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 aircraft 100 cannot fly to the left and right side walls and the bottom side wall of the tunnel.

[0227] The left boundary of the first constraint space S12 of the orbit is the leftmost position that the aircraft 100 can reach when it flies to the left.

[0228] The right boundary of the first constraint space S12 of the orbital type is the rightmost position that the spacecraft 100 can reach when it flies to the right.

[0229] The lower boundary of the first constraint space S12 of the orbit is the lowest position that the aircraft 100 can reach when flying downwards.

[0230] The upper boundary of the first constraint space S12 of the orbit is the highest position that the aircraft 100 can reach when it flies upward.

[0231] Optionally, the vertical distance between the track 560 and the bottom object below the track 560 is set to be greater than 1.1 times the distance between the upper and lower surfaces of the aircraft 100, or the distance between the lower surface of the aircraft 100 and the upper surface of the bottom object when the aircraft 100 is suspended from the track 560 by the safety connection assembly 580 is greater than a set distance value. For example, this distance value is 10 centimeters. The bottom object is the bottom surface of the driving environment, the bottom arrestor 520, or the third collision buffer device 528. The vertical distance between the track 560 and the bottom object below the track 560 can be between 1.1 times and 1000 times the distance between the upper and lower surfaces of the aircraft 100. The larger the distance, the larger the flight area, but the higher the cost. Typically, the length of the safety connection assembly 580 is less than the difference between the vertical distance and the distance between the upper and lower surfaces of the aircraft 100.

[0232] Example 2 of the mechanical restraint facility and preferred option 1 of any of the preferred options: Based on any of these options,

[0233] The track assembly also includes a track vehicle 570 disposed on track 560. The track vehicle 570 is equipped with a vehicle drive device. 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 device. The mechanical restraint facility (track vehicle) also includes a third information acquisition module. The third information acquisition module includes a third communication module or a third sensor module for communicating with the first communication module of the aircraft 100.

[0234] The railcar 570 can acquire information including the forward and backward directions of the aircraft's flight through the third information acquisition module. Along the length extension direction of the track 560, the railcar 570 can move in the same direction as the aircraft 100; and / or,

[0235] The safety connection component 580 in the track assembly includes an unwinding mechanism driven by an unwinding drive device. This mechanical restraint facility can acquire information via a third information acquisition module, including whether the aircraft is flying away from the first end or its inward / outward direction, information on the inward / outward direction of the aircraft 100's flight, or information on the inward / outward direction and speed of the aircraft 100's flight. The unwinding mechanism can increase the length of the safety connection component when the aircraft is flying away from the first end or flying outward. Information includes the forward / backward direction of the aircraft's flight, and may also include the aircraft's (ground-to-ground) flight speed. Information includes whether the aircraft is flying away from the first end or its inward / outward direction, and may also include the aircraft's (ground-to-ground) flight speed.

[0236] Naturally, the unwinding mechanism can reduce the length of the safety connection assembly when the aircraft flies inward or toward the first end.

[0237] 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 vehicle drive unit may drive the railcar 570 by traction via a cable.

[0238] Along the length of track 560, the track vehicle 570 can move in the same direction as the aircraft 100, avoiding interference that would require the aircraft 100 to pull the safety connection component 580. The forward and backward movement of the track vehicle 570, the winding and unwinding movement of the unwinding mechanism, and the three-dimensional movement of the aircraft together constitute five-dimensional motion. This facilitates sightseeing and testing of the aircraft 100.

[0239] 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, or the height of the space below the first restraint space being sufficient for pedestrian or vehicle passage, with the suspended track mounted on a track support. Stacking does not refer to the stacking of track components and pipe gallery components within the same mechanical restraint facility, but rather 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 a vertical top barrier 510I, are of different types. Furthermore, the heights of the two layers of mechanical restraint facilities are inconsistent.

[0240] Vehicles with wheels are one of humanity's most important inventions, greatly improving speed and efficiency while reducing energy consumption. Railcars, equipped with tracks, offer significantly better smoothness, energy efficiency, and safety compared to sliding rods or iron rings. The track configuration includes a connecting part at the top for attaching the track to a track support, without obstructing the vehicle's movement. For example, the track cross-section can be I-shaped, an inverted T-shaped, or a groove with the opening facing downwards or to the left or right. Movement along the length of the track can also be described as traveling along the track.

[0241] Preferred embodiment 2.1 based on embodiments two and three of the above-mentioned mechanical restraint facilities and any preferred embodiment thereof: the second mechanical restraint facility is connected end to end or the third mechanical restraint facility is connected end to end and / or the mechanical restraint facility is configured as horizontal or elongated.

[0242] The second mechanical restraint facility is connected end-to-end by the connection of its included rails. The third mechanical restraint facility is connected end-to-end by the connection of its included utility tunnel components. For example, the second or third mechanical restraint facility may be built around a mountain or lake. Optionally, the rails may be circular. Optionally, the utility tunnel may be a circular utility tunnel. Connected mechanical restraint facilities can significantly improve transportation and turnover efficiency and convenience.

[0243] Referring to Figure 17, in preferred embodiment 3 of either embodiment 2 or 3, the bottom arresting member 520 includes a third collision buffer device. Optionally, this third collision buffer device includes a flexible material. Specifically, the flexible material can be a nylon mesh, a sponge pad, or an airbag. An airbag is also called an inflatable cushion. The bottom arresting member is flexible, which can reduce the collision force with the aircraft 100, thereby reducing the potential risk of damage.

[0244] 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, or the utility tunnel formed by the utility tunnel assembly is an aerial utility tunnel; the mechanical restraint facilities are connected end to end, or the mechanical restraint facilities are 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.

[0245] Horizontal structures, where the length is greater than the height, better meet the user's need for forward flight. If flight is primarily vertical, it's no different from an elevator; soaring through the blue sky mostly refers to forward flight, which better suits the general public's 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 facilities in this article are long, narrow, or horizontal; please refer to Figures 15 and 16 for details. Land is a scarce resource; overlapping multiple facilities vertically, or forming aerial utility tunnels, helps save land resources, reduce operating costs, and does not obstruct pedestrian and vehicular traffic.

[0246] 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 aircraft 100 approaches the railcar 570, and extend when the 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.

[0247] The safety connection component 580 is flexible and can provide cushioning when the aircraft 100 flies to a position close to its limit length, or can suspend the aircraft 100 to prevent it from falling and provide cushioning when the aircraft 100 malfunctions.

[0248] 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 aircraft 100 within their own length range and do not affect its flight. When the 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 aircraft 100 flies outward, enhancing safety.

[0249] In another implementation, there are multiple safety connection components, with at least one component located to the left and right, front and back, or top and bottom of the aircraft's center of gravity. This not only increases safety but, more importantly, optimizes the mechanical properties of the connection and prevents torsion or entanglement of the safety connection or track.

[0250] As shown in Figure 29, in this flight system and mobile platform, the (first) safety connection component 580 is located above the center of gravity of the aircraft 100 and can suspend the aircraft 100. The second safety connection component 580_2 is located below the center of gravity of the aircraft 100 and can prevent the aircraft 100 from impacting the safety connection part 360 and the top arresting member 510 upwards.

[0251] The end of the vehicle connected to the track away from the safety connection assembly includes the vehicle located below the track and flying downwards. The end of the vehicle connected to the track closer to the safety connection assembly includes the vehicle located below the track and flying upwards.

[0252] Please refer to Figure 23. Based on Embodiment 2 and any of the preferred embodiments, preferred embodiment 4 is as follows: the track 560 is a first track, and the safety connection component 580 is a first safety connection component; the track component 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, and the other end of the second safety connection component 580_2 is connected to the aircraft 100; the second track 560_2 is parallel to the track 560 and located at different positions. (First) The safety connection component 580 is located to the left of the center of gravity of the aircraft 100, and can also prevent the aircraft 100 from colliding with the right arresting member 540; the second safety connection component 580_2 is located to the right of the center of gravity of the aircraft 100, and can also prevent the aircraft 100 from colliding with the left arresting member 530.

[0253] 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.

[0254] One end of the second safety connection component 580_2 is connected to the second railcar 570_2 disposed on the second track 560_2, and the second railcar 570_2 can move along the length extension direction of the second track 560_2.

[0255] Furthermore, the second railcar 570_2 is equipped with a second vehicle drive device for driving the second railcar 570_2 to move along the length extension direction of the second track 560_2.

[0256] Aircraft 100, railcar 570, and second railcar 570_2 can move in the same direction.

[0257] In this article, track vehicle 570 and track 560 are compatible. Second track vehicle 570_2 and second track 560_2 are compatible.

[0258] Please refer to Figures 15 and 16. Compared to Figure 15, in Figure 16, both the aircraft 100 and the railcar 570 have moved forward.

[0259] As shown in Figure 17 (rear view), the aircraft 100 flies to the lower left corner of the constrained space. As shown in Figure 18 (rear view), the aircraft 100 flies to the upper right corner of the constrained space.

[0260] The aircraft 100 can fly in both the straightened and slack states of the safety connection component 580. When the aircraft 100 is extended to its maximum extent with the safety connection component 580 extended, if it continues to fly along the original extension direction of the safety connection component 580, the aircraft 100 will be pulled by the safety connection component 580 during flight, thereby protecting the aircraft and personnel.

[0261] In the second mechanical restraint facility: the safety connection assembly 580 enables the aircraft 100 to be suspended from the track 560 and / or mitigates the impact force of the aircraft 100 falling from above. The aircraft 100 being suspended from the track 560 means that the aircraft 100 is completely or partially off the ground. The ground refers to the earth or the bottom restraint 520. Partially off the ground means that one end is on the ground while the other end is not. It mitigates the impact force of the aircraft 100 falling from above, including the case of complete contact with the ground, but the safety connection assembly 580 generates a tension force, in which case part or all of the impact force to the ground has been reduced. A fall refers to an uncontrolled descent. Optionally, the safety connection assembly 580 may also include a cable for electrical connection between the track vehicle 570 and the aircraft 100, the cable being used for power supply or communication.

[0262] The beneficial effects of this application are:

[0263] 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 aircraft 100 to move freely along the track 560. Thus, when the 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 aircraft 100 becomes uncontrollable, the safety connection component 580 can hold it back or mitigate the impact of its descent. Limitation is constraint.

[0264] Referring to the scheme shown in Figure 12, the boundary of the first constraint space S12 defined by the track assembly is inside, actually constraining the maximum flight space of the aircraft 100 below, to the left, and to the right. The boundary of the first constraint space S11 defined by the corridor assembly is outside, providing double protection. The boundary of the first constraint space S11 defined by the corridor assembly also prevents external objects from impacting or colliding with the aircraft 100. In particular, the top arresting member 510 can avoid a series of problems such as the aircraft flying onto the track 560, crashing heavily, falling onto the guide rail and then falling again, and the safety connection component 580 (safety rope) getting tangled in the guide rail.

[0265] Basic implementation plan for mechanical restraint facilities:

[0266] Various mechanical restraint facilities can be integrated and transformed into each other. A second mechanical restraint facility (track assembly) can be added to either the first mechanical restraint facility (sandwich type, wide plaza) or the third mechanical restraint facility (narrow tunnel type). Compared to the movable platform, the (core) barriers and track positions in the first, second, and third mechanical restraint facilities are fixed. The space containing the internal passage formed by the tunnel assembly in the third mechanical restraint facility is the first restraint space. The length-to-width ratio of this first restraint space exceeds a preset ratio, and this first restraint space is narrow and elongated. For example, the preset ratio is 5. Compared to the third mechanical restraint facility, the first mechanical restraint facility is usually located in a wide plaza, forming a wider first restraint space, whose length-to-width ratio does not exceed the preset ratio.

[0267] The utility tunnel assembly may also include a utility tunnel support. The utility tunnel support can be installed on or set on the ground. The arresting gear assembly includes an arresting element support or has sufficient strength to function as an arresting element support. The arresting element support can be installed on or set on the ground. For example, the arresting gear assembly includes a steel frame. The arresting element prevents an aircraft 100 from crossing the boundary; this arresting action refers to a contact arresting action. The specific arresting location is the location of the arresting element.

[0268] If the mechanical restraint system includes not only track components but also pipe rack components or barrier components, then the pipe rack support can be installed on the track support. The barrier component support can also be installed on the track support. Alternatively, the track support can also be installed on the barrier component support or the pipe rack support. For specific implementation details regarding the barrier component support and pipe rack support, please refer to the implementation plan for the track support.

[0269] 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 perpendicular to the length of the internal passageway. The width of the internal passageway of the utility tunnel assembly is greater than the width of the aircraft 100, the height of the internal passageway is greater than the height of the aircraft 100, and the length of the internal passageway is greater than the length of the aircraft 100.

[0270] The arresting elements of the utility tunnel assembly can be divided into a top arresting element 510, a bottom arresting element 520, a left arresting element 530, and a right arresting element 540. For ease of understanding, the arresting elements of the utility tunnel assembly can also be referred to as the second arresting element. In this article, the aircraft can also be referred to as a safe aircraft.

[0271] Please refer to Figure 19. A special note: The presence of top barrier 510, bottom barrier 520, left barrier 530, and right barrier 540 only indicates that barriers exist in all four directions; it does not imply that these four barriers must be physically separated. 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. It is understood that top barrier 510, bottom barrier 520, left barrier 530, and right barrier 540 can also be four independent structures, with left barrier 530 and right barrier 540 connected to top barrier 510 and bottom barrier 520 via connecting structures. In this text, the barriers in each facility can be directly connected or indirectly connected through supports.

[0272] The inner wall of the barrier component of the utility tunnel assembly is the boundary of the first constraint space S11.

[0273] Please refer to Figure 19, which illustrates an embodiment of a circular pipe gallery assembly: the barrier element of this assembly is a circular pipe; as shown, two straight lines A1A3 and A2A4 are added, both passing through the vertical 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 element 530. The line connecting A2 and A3 can be classified as the right barrier element 540. The line connecting A1 and A2 can be classified as the top barrier element 510. The line connecting A3 and A4 can be classified as the bottom barrier element 520.

[0274] 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.

[0275] The end of the safety connection assembly 580 that connects to the safety connection section of the track 560 or the movable platform may be referred to as the first end, and the other end used to connect to the 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 design of the track 560 can be straight, curved, or circular, depending on specific flight requirements and space constraints.

[0276] The top barrier 510 is typically 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 it; 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. The track 560 is located below the center of the top barrier 510, meaning that in the left-right direction, the distance between the track 560 and the center of the top barrier 510 is less than the distance between the track 560 and the left or right end of the top barrier 510.

[0277] 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 utility tunnel assembly all include collision buffer devices. In the embodiments and drawings, the barriers are flat. However, they can also be implemented as corrugated plates or other curved components.

[0278] In some implementations, the top restraint 510 contains a light-transmitting material or a waterproof material, or is configured to provide rain protection for the aircraft 100. The top restraint 510 contains a waterproof material, such as fiberglass, corrugated steel sheet, or plastic sheet. Waterproof means no rain leakage. This can significantly extend the operating hours of the flight system in rainy weather and increase revenue. Optionally, the mechanical restraints are installed outdoors. For example, the light-transmitting and / or waterproof material is glass, plexiglass, or transparent plastic. The transparent plastic is PC, PS, or PVC.

[0279] In some implementations, the top restraint element 510 includes photovoltaic (PV) material. The PV material can be used to generate electricity, power mechanical restraints, or power mobile platforms or aircraft. The PV material can be a photovoltaic panel or a photovoltaic thin film.

[0280] Each arresting element is configured to prevent the aircraft 100 from passing through it. Since the aircraft 100 is inside and the arresting element is outside, passing through refers to passing from the inside to the outside. The top arresting element 510 is configured to prevent the aircraft from passing through it and flying upwards. The left arresting element 530 is configured to prevent the aircraft 100 from passing through it and flying to the left. The right arresting element 540 is configured to prevent the aircraft 100 from passing through it and flying to the right. The bottom arresting element 520 is configured to prevent the aircraft 100 from passing through it and flying downwards. The bottom arresting element 520 is used to prevent the aircraft 100 from making a hard landing. Passing through means penetrating and going over. Passing through means going over by penetrating.

[0281] Unless otherwise specified, track 560 is a 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.

[0282] 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.

[0283] 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.

[0284] Referring to Figure 25, the track assembly also includes a track bracket 550 for supporting the track 560. The track bracket 550 is installed on or positioned 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.

[0285] 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 device and unpowered wheels not connected to the drive device. 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. The base 5702 can also be referred to as a frame. The base of the roller is the roller's axle.

[0286] If the track 560 is provided with a rack along its length, then the roller is a gear, and the gear can roll along the rack.

[0287] A reducer or clutch may 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 railcar 570 can move back and forth under the drive of the safety connection assembly 580. Alternatively, a reducer or clutch may be provided between the drive wheel and the vehicle drive unit. When the clutch engages the power transmission link, the vehicle drive unit can drive the drive wheel, causing the railcar 570 to move along the length of the track 560. In other embodiments, the railcar 570 may also be configured as a magnetically levitated railcar, which is magnetically levitated on the track 560 and can travel along the length of the track 560. The vehicle drive unit may be a first motor directly driven by the forward and backward direction information (output via relay) of the flight of the aircraft 100.

[0288] A drive unit can also be called a driver. A vehicle drive unit can also be called a vehicle driver.

[0289] Optionally, the vehicle drive unit includes a first motor and a first motor controller coupled to the first motor for controlling the first motor. The first motor may also be called a railcar motor. The first motor controller may be called a railcar motor controller or a railcar controller.

[0290] The third information acquisition module is electrically coupled to the vehicle drive unit. The signal output terminal of the third information acquisition module is connected to the signal input terminal of the vehicle drive unit, and the output terminal of the vehicle drive unit is dynamically coupled to the drive wheels of the railcar 570. Specifically, the third information acquisition module, the first motor controller, and the first motor are electrically connected in sequence. The signal input terminal of the vehicle drive unit is the input terminal of the first motor controller. The output terminal of the vehicle drive unit is the output shaft of the first motor. The vehicle drive unit can drive the drive wheels to make the railcar 570 travel along the length of the track 560. Traveling can also be referred to as moving.

[0291] The third information acquisition module acquires the forward and backward direction information or forward and backward direction information and speed information of the aircraft 100 in the length extension direction of the track during flight, and transmits this information to the first motor controller. The first motor controller controls the first motor to drive the power wheels of the track vehicle 570, so that the track vehicle 570 and the aircraft 100 move in the same direction in the length extension direction of the track 560.

[0292] In one specific implementation, the safety connection assembly 580 includes an unwinding mechanism driven by an unwinding drive device. For example, the unwinding mechanism driven by the unwinding drive device is an electric hoist or an electric winch. The unwinding drive device may be a second motor directly driven by inward / outward direction information (output via a relay) of the aircraft 100's flight. Optionally, the unwinding drive device includes a second motor and a second motor controller coupled to the second motor for controlling the second motor. The second motor may also be referred to as an unwinding motor. The second motor controller may also be referred to as an unwinding motor controller.

[0293] Optionally, the base of the unwinding mechanism is mounted on a railcar. In this case, the base of the unwinding mechanism can be considered as the first end of the safety connection assembly. The unwinding drive and the unwinding mechanism can be integrated into one unit.

[0294] The third information acquisition module acquires the forward and backward direction information or forward and backward direction information and speed information of the aircraft 100 in the length extension direction of the track, and transmits the information to the vehicle drive device. The vehicle drive device can drive the railcar 570 and the aircraft 100 to move in the same direction in the length extension direction of the track 560.

[0295] The vehicle drive unit includes a vehicle power supply. The vehicle power supply powers the first motor controller and the third information acquisition module.

[0296] Optionally, the vehicle power supply is a vehicle battery. The vehicle battery, vehicle motor controller, and vehicle motor are all mounted on the frame of the railcar 570.

[0297] Optionally, the railcar motor controller is connected to a fourth communication module that can communicate with the remote controller of the railcar 570. The vehicle drive unit (especially the railcar motor controller) includes a first selection module, which is connected to the fourth communication module. Through the first selection module, the railcar 570 can be controlled to travel along the track 560 by manual control commands (and the fourth communication module) issued by the remote controller of the railcar 570, or by the forward and backward direction information or forward and backward direction information and speed information (and the third communication module) of the aircraft 100 during flight in the length extension direction of the track.

[0298] The unwinding drive device can also be called an unwinding driver. The third information acquisition module is electrically coupled to the unwinding drive device, and its signal output is electrically connected to the signal input of the unwinding drive device. The output of the unwinding drive device is dynamically coupled to the power input of the unwinding mechanism. The unwinding drive device can drive the unwinding mechanism to adjust the length of the safety connection assembly.

[0299] In one embodiment, the unwinding drive device includes an electrically coupled unwinding motor controller and an unwinding motor. A third information acquisition module, the unwinding controller, and the unwinding motor are sequentially electrically connected. The output end of the unwinding drive device is the output shaft of the unwinding motor. The unwinding motor is power-coupled to the unwinding mechanism. The unwinding drive device includes an unwinding power supply. The unwinding power supply supplies power to the unwinding motor controller and the third information acquisition module. The third information acquisition module acquires information about whether the aircraft is moving away from the first end of the safety connection assembly, or this information along with flight speed information, and transmits this information to the unwinding motor controller. The unwinding motor controller controls the unwinding motor to drive the unwinding mechanism, increasing the length of the safety connection assembly when the aircraft is flying outwards and / or decreasing the length of the safety connection assembly when the aircraft is flying inwards. The aircraft moving away from the first end of the safety connection assembly can also be referred to as the aircraft flying outwards. The aircraft moving closer to the first end of the safety connection assembly can also be referred to as the aircraft flying inwards.

[0300] Optionally, the power source for unwinding is an unwinding battery. The unwinding battery, unwinding motor controller, and unwinding motor are all mounted on the frame of the railcar 570.

[0301] Optionally, the unwinding motor controller is connected to a fifth communication module, which can be connected to the unwinding remote controller. The unwinding drive device (especially the unwinding motor controller) includes a second selection module, through which the length of the safety connection component can be adjusted either by manual control commands (and the fifth communication module) issued by the unwinding remote controller, or by the inward / outward direction information or the inward / outward direction and speed information of the aircraft 100 (and the third communication module).

[0302] Optionally, the vehicle power supply and the unwinding power supply can be two separate power supplies or the same power supply.

[0303] Optionally, the railcar motor controller and the unwinding motor controller can be two separate controllers or the same controller.

[0304] Optionally, the railcar remote controller and the unwinding remote controller can be two separate remote controllers or the same remote controller. For example, two control buttons are provided on the same remote controller housing, one of which is used to control the vehicle drive unit and the railcar, and the other of which is used to control the unwinding drive unit and the unwinding mechanism.

[0305] If the first end of the safety connection component 580 is fixed to the track 560, the movement space of the 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 aircraft 100 can be safely operated is a cylindrical space. Compared to the pendulum-shaped spherical space (which can only achieve swinging), this can significantly extend the forward and backward flight distance of the aircraft 100, increase the fun of piloting the aircraft in the blue sky, and facilitate sightseeing and recreation.

[0306] The same track 560 allows multiple railcars 570 (used to connect the 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 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.

[0307] The length of the first constraint space defined by the mechanical restraint facility can extend from several meters to several kilometers to tens of kilometers, accommodating at least one aircraft 100 for flight and providing sufficient flight distance for the aircraft 100. The width and height of the first constraint space defined by the mechanical restraint facility are sufficient to accommodate the flight of the aircraft 100, while ensuring that the 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 aircraft 100, thereby improving flight safety.

[0308] In another embodiment, please refer to Figure 26, 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.

[0309] 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 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.

[0310] 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 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 cable fixed to the track support 550 and unable to rotate and move together with the cable sheave 591 is also equivalent to the track 560 mentioned above. The fixed track 560 serves to provide support, increase strength, and enhance safety.

[0311] 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.

[0312] Please refer to Figure 27, 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.

[0313] Please refer to Figure 28, 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 a telescopic mechanism. The output component of the telescopic mechanism is telescopic relative to its base. The output component is an inner tube 5801, and the base is an outer tube 5802. The inner tube 5801 is nested within the outer tube 5802. An 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, and its engagement with the groove on the outer tube 5802 limits the telescopic length of the inner tube 5801 relative to the outer tube 5802 and prevents the inner tube 5801 from slipping off the outer tube 5802. The length of the inner tube pin 5803 is not less than the diameter extending from the outer tube 5802. The safety connection assembly 580 can be connected to the aircraft 100 and the track 560 at both ends via universal joints or ball joints. The universal joints or ball joints allow the safety connection assembly 580 to be adjusted in angle relative to the aircraft 100 and the track 560.

[0314] Description of the second constraint space S2:

[0315] Please refer to Figures 12 and 14. In the first constraint space S12 defined by the track assembly, when the 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.

[0316] Please refer to Figure 13. When the aircraft 100 reaches the boundary of the first constraint space S11 defined by the tunnel assembly, a collision is likely to occur.

[0317] Therefore, setting a second constraint space S2 within the first constraint space can reserve buffer, response, and processing time and space for the evading aircraft 100 to reach the boundary of the first constraint space, which is beneficial to safety.

[0318] 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 S2, 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.

[0319] In the implementation scheme shown in Figures 12, 13, or 14: in the same orientation, the distance between the boundary of the second constraint space S2 and the boundary of the first constraint space is less than the distance between the boundary of the second constraint space S2 and the vertical axis O'.

[0320] If the boundary of the second constraint space S2 is in zero-distance contact with the boundary of the first constraint space, or if the distance between them is too small, the 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 fall to the ground, it will cause discomfort and panic among the personnel. If the distance between them is too large, the free movement space of the second constraint space S2, i.e., the aircraft 100, will be reduced, the user experience will be worse, and warning messages about the aircraft 100 flying over the second constraint space S2 will be generated frequently.

[0321] 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 S120 containing the guide rail can be set inside the circles of S12 and S2 as a no-fly zone.

[0322] As shown in Figure 12, the boundary of the second constraint space S2 has a gap in the upper middle part to avoid the track.

[0323] 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.

[0324] Referring to Figures 1-5, this application also provides an embodiment 1 of an aircraft:

[0325] An aircraft 100 is configured to be adapted to a mobile platform 300 or configured to carry personnel in flight within a first constrained space defined by mechanical restraints. The aircraft 100 further includes a safety processing component 152 and / or a first collision buffer device connected to the aircraft body 110. The safety processing component 152 includes a first safety processing unit 152S1 and / or a second safety processing unit 152S2 and / or a third safety processing unit 152S3. The first safety processing unit 152S1 includes a constrained space flight monitoring and processing system. This aircraft may be referred to as a first-class aircraft. Optionally, the aircraft 100 also includes a parachute 190 or a connecting portion for connecting the parachute 190.

[0326] The mechanical constraint facility is any one of the first, second, and third mechanical constraint facilities. The mechanical constraint facility is any one of the above-mentioned embodiments one, two, and three, as well as any of the optional and optimized schemes. The ability of an aircraft to fly within the first constraint space defined by the mechanical constraint facility can also be referred to as aircraft adaptation to the mechanical constraint facility.

[0327] As shown in Figures 6, 8, 11, and 29, the aircraft 100 can be suspended from the safety connection part 360 of the movable platform 300 via the safety connection assembly 580. As shown in Figure 10, the cross-sectional area of ​​the aircraft 100 is smaller than the cross-sectional area of ​​the second collision buffer device provided on the movable platform 300, that is, the projected view of the aircraft 100 in the top-down direction can be located within the projected view of the movable platform 300.

[0328] The aircraft 100 is compatible with the mobile platform 300 or can carry passengers in a first constrained space defined by mechanical constraints, which can be used to avoid significant risks of uncontrolled aircraft (potentially flying to high altitudes or dangerous areas). The constrained space flight monitoring and processing system can further reduce the probability of the aircraft 100 touching the boundary of the constrained space.

[0329] Referring to Figures 4, 1, 2, and 5, this application also provides a second embodiment of an aircraft:

[0330] An aircraft 100 includes a first collision buffer device 180 and a safety processing assembly 152 connected to the aircraft body 110. The safety processing assembly 152 includes a first safety processing unit 152S1 and / or a second safety processing unit 152S2 and / or a third safety processing unit 152S3. The first safety processing unit 152S1 includes an automatic altitude monitoring and processing system and / or an automatic collision monitoring and processing system. This aircraft may be referred to as a type II aircraft. Optionally, the aircraft 100 also includes a parachute 190 or a connecting part for connecting the parachute 190, or the aircraft 100 is configured to be adaptable to a mobile platform 300 or configured to carry personnel in a first constrained space defined by mechanical restraint facilities. Optionally, the first safety processing unit 152S1 also includes a constrained space flight monitoring and processing system.

[0331] As shown in Figure 4, in Embodiment 2 of the aircraft, the first collision buffer device 180 is distributed around the aircraft body 110 on all sides. It provides reliable collision buffer protection during ultra-low-altitude flight. The option of superimposing the first collision buffer device 180 with an automatic altitude monitoring and processing system allows the system to constantly remind or restrict occupants from flying at ultra-low altitudes (close to the ground or water) within a set (first) altitude range. As long as the set (first) altitude range is not exceeded, even if the aircraft crashes, it will not cause serious injury, significantly improving flight safety. The second safety processing unit is used for (highly sensitive, early) fault detection and early warning. Once an early fault occurs, the aircraft can land immediately, also significantly improving flight safety. The third safety processing unit is used by occupants for (disruptive, intuitive, and rapid) assessment of the safety status / establishment of credibility, which is beneficial to safety. In this (Embodiment 2) aircraft, the set altitude range can be from 0.5 meters to 10 meters. Setting the altitude too low (e.g., below 0.5 meters) increases the risk of scraping the ground. Setting the altitude too high (e.g., above 10 meters) increases the risk of injury to people and the aircraft during a crash.

[0332] Referring to Figures 24, 2, 3, 4, and 5, this application also provides a third embodiment of an aircraft:

[0333] The aircraft 100 includes a parachute 190 and further includes a first collision buffer device 180 and / or a safety processing assembly 152 connected to the aircraft body 110. The safety processing assembly 152 includes a first safety processing unit 152S1 and / or a second safety processing unit 152S2 and / or a third safety processing unit 152S3. The first safety processing unit 152S1 includes an automatic altitude monitoring and processing system and / or an automatic collision monitoring and processing system. This aircraft may be referred to as a Class III aircraft. Optionally, the aircraft 100 is configured to be adaptable to a mobile platform 300 or configured to carry personnel within a first constrained space defined by mechanical restraint facilities. Optionally, the first safety processing unit 152S1 further includes a constrained space flight monitoring and processing system.

[0334] In Embodiment 3 of the aircraft, the parachute 190 provides (relatively high altitude) safety protection above the minimum safe landing altitude (e.g., 100 meters), while the first collision buffer device 180 provides (ultra-low altitude) safety protection. The combination of these two features significantly improves safety performance. The automatic altitude monitoring and processing system constantly reminds or restricts occupants from flying within a set (second) altitude range above the minimum safe landing altitude, helping to prevent personnel from flying below the minimum safe landing altitude (where the parachute becomes ineffective), thus greatly improving flight safety. The second safety processing unit performs (highly sensitive, early) fault detection and warning; in the event of an early fault, immediate ejection or forced landing is possible, further significantly improving flight safety. The third safety processing unit facilitates (disruptive, intuitive, and rapid) assessment of the safety status and establishment of credibility; in the event of an early fault, immediate ejection is possible, also significantly improving flight safety. In this (Embodiment 3) aircraft, the set (second) altitude range can be higher than 80 meters. Setting the altitude too low (e.g., below 80 meters) can easily lead to parachute ineffectiveness and crash injuries.

[0335] The constrained space flight monitoring and processing system is used to implement function C1. C1: When the aircraft 100 is flying within the first constrained space, it identifies whether the aircraft's position and / or movement trend is abnormal based on data acquired by sensors. When the position and / or movement trend is abnormal, it executes a preset first abnormal situation handling scheme. This abnormal position and / or movement trend includes: the aircraft 100 has a tendency to leave the second constrained space, or the aircraft 100 is outside the second constrained space, and part or all of the boundary of the second constrained space is within the boundary of the first constrained space; or, the aircraft 100 has a tendency to reach the boundary of the first constrained space, or the aircraft 100 has already reached the boundary of the first constrained space. The constrained space flight monitoring and processing system can also be called the C1 safety system. Optionally, the data includes information including the detected position information of the aircraft 100. The first sensor module 1521 of the safety processing component 152 contains this sensor.

[0336] The automatic altitude monitoring and processing system is used to implement function C2. C2: Based on information acquired by sensors, including the aircraft's altitude above the ground, when the aircraft's altitude above the ground exceeds a set altitude range, a preset flight altitude anomaly handling scheme is executed. The preset flight altitude anomaly handling scheme includes: issuing a ground altitude anomaly warning, and / or invalidating manual control commands that cause the aircraft's altitude above the ground to deviate from the set altitude range, and / or controlling the aircraft's flight to bring its altitude above the ground within the set altitude range. The automatic altitude monitoring and processing system can also be referred to as the C2 safety system. Optionally, the first sensor module 1521 of the safety processing component 152 includes this sensor.

[0337] The automatic collision monitoring and processing system is used to implement function C3. C3: Based on the analysis of data acquired by sensors, when there is a risk of collision between the aircraft 100 and other objects, a preset collision risk handling scheme is executed. The preset collision risk handling scheme includes: issuing a collision risk warning, and / or invalidating manual control commands that would cause the aircraft 100 to collide with other objects, and / or issuing a collision buffer trigger command to the collision buffer controller before a collision to trigger the first collision buffer device 180 to be triggered; and / or controlling the aircraft 100 to perform obstacle avoidance flight. The automatic collision monitoring and processing system can also be referred to as the C3 safety system. This data includes information such as the distance between the aircraft 100 and other objects. Optionally, the first sensor module 1521 of the safety processing component 152 includes this sensor.

[0338] Activating the primary impact buffer before a collision is crucial for safety. Currently, airbags are mainly used in the automotive industry, where they are primarily activated after a collision, which is detrimental to the safety of aircraft.

[0339] The second safety processing unit 152S2 is used to implement function B. B: When the aircraft 100 is in flight, it acquires the values ​​of the input parameters of a preset model and performs calculations using this model. This model includes mass parameters and dynamic parameters. Based on the model output values ​​and reference values ​​of the output parameters, it determines whether the aircraft 100's system is abnormal. When the aircraft 100's system is abnormal, it executes a preset second abnormal situation handling scheme. 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.

[0340] The third safety processing unit 152S3 is used to implement function A. A: When the aircraft 100 is in flight, it acquires the values ​​of the input parameters of a preset model and performs calculations using that model. These input parameters include dynamic parameters, the values ​​of which are measured by sensors. The model's output parameter is a mass parameter, and the model's output value of this mass parameter is displayed. All outputs or transmissions from the components included in the safety processing unit are directed to the outputs or transmissions of the human-machine interface component. Control can be achieved through the flight control module.

[0341] In conjunction with embodiments 1, 2, and 3 of the above-described aircraft, this application also provides an embodiment 4 of an aircraft:

[0342] The aircraft 100 is configured to be compatible with the mobile platform 300 or configured to carry passengers in flight within a first constrained space defined by mechanical restraints. The aircraft 100 also includes a first collision buffer device connected to the aircraft body 110, and a parachute 190 or a connecting portion for connecting the parachute 190. This aircraft may be referred to as a Class IV aircraft. Optionally, the aircraft 100 further includes a safety processing assembly 152. The safety processing assembly 152 includes any one or more of a first safety processing unit 152S1, a second safety processing unit 152S2, and a third safety processing unit 152S3. Optionally, the first safety processing unit 152S1 includes any one or more of a constrained space flight monitoring and processing system, an automatic altitude monitoring and processing system, and an automatic collision monitoring and processing system.

[0343] Optionally, the aircraft described in any of the embodiments herein includes a first collision buffer device connected to the aircraft body.

[0344] In embodiments 1, 2, 3, and 4 of the aircraft, aircraft 100 includes a flight control module 153. Aircraft 100 includes a power assembly 160 mounted on the aircraft body 110. The power assembly 160 is configured to generate lift, enabling the aircraft to take off and ascend vertically.

[0345] Abnormal position and / or movement trend of aircraft 100 includes any one of the following four conditions:

[0346] Scenario 1: The aircraft 100 has a tendency to break out of the second confinement space;

[0347] Scenario 2: Aircraft 100 is located outside the second confined space;

[0348] Scenario 3: The aircraft 100 has a tendency to reach the boundary of the first constrained space;

[0349] Situation 4: The aircraft 100 has reached the boundary of the first constrained space.

[0350] 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.

[0351] Optionally, in embodiment 1 of the 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 aircraft 100, or to ground the aircraft or fly it to a preset safe space. The prompt includes voice, text, images, prompt sounds, or lights.

[0352] Optional solutions: The following are the corresponding exception handling procedures based on different abnormal situations:

[0353] The first abnormal situation handling solution corresponding to situation one is as follows: the first safety processing unit 152S1 issues a prompt that "the 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 aircraft 100.

[0354] The first abnormal situation handling solution corresponding to situation two is as follows: the first safety processing unit 152S1 issues a prompt "the 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 space.

[0355] The first abnormal situation handling solution corresponding to situation three is as follows: the first safety processing unit 152S1 issues a prompt that "the 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 aircraft 100 or to stop the flight.

[0356] The first abnormal situation handling scheme corresponding to situation four is as follows: the first safety processing unit 152S1 issues a prompt "the 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 space.

[0357] Please refer to the special notes in Figures 14 and 12:

[0358] 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 formed by the track assembly can be called the first constraint space S12. The second constraint space set according to the first constraint space S12 formed by the track assembly is also annular. The outer boundary of the second constraint space is the dashed large circle indicated by the label S2. The inner boundary of the second constraint space 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.

[0359] The ideal safe space of the first constraint space S12 and the second constraint space S2 defined therefrom is not located at the physical center vertical axis O'. The ideal safe space of the first constraint space S12 is located in the middle between the inner and outer boundaries of the annular first constraint space.

[0360] The ideal safe space for the second constraint space S2 is located at the midpoint S21 between the inner and outer boundaries of the annular second constraint space. For convenience, the midpoint of the first constraint space S12 and the midpoint S21 of the second constraint space S2 can be set at the same location.

[0361] It is evident that, with the physical center vertical axis O' (i.e., the location of track 560) as the center, the ideal safe space locations of the annular zones of the first constraint space S12 and the second constraint space S2 formed by the track components at different angles are also different. The ideal safe space S21 of the first constraint space S12 and the second constraint space S2 is also circular.

[0362] In this application, flying towards a predetermined safe space refers to flying from the boundary of the constrained space towards the center of the constrained space. Flying outward refers to flying in a 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 considered flying outward.

[0363] Inward flight refers to flight in a direction that brings the aircraft closer to the longitudinal axis O'. For example, flying from the boundary of the constrained space towards the longitudinal axis O' is inward flight. In the first constrained space S12 defined by the track assembly, since the longitudinal axis O' is close to the track 560, flying towards the longitudinal axis O' can be replaced by flying towards the track of the track assembly. In facilities containing track assemblies or tracks, inward flight means flying towards the track, and inward flight means flying away from the track. Outward flight of an aircraft includes the aircraft being below the track and flying downwards. Inward flight of an aircraft includes the aircraft being below the track and flying upwards.

[0364] The vertical 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.

[0365] The first mechanical restraint facility does not require setting the longitudinal axis O'.

[0366] In the first constraint space S12 defined by the second mechanical restraint facility and the track assembly, the longitudinal axis O' points forward and backward, parallel to the length extension direction of the track 560. The longitudinal axis O' formed by the track assembly is connected to the end point of the track 560 via a safety connection assembly 580. This end point is the first end. The longitudinal axis O' of this space is close to the track 560. For simplicity, the longitudinal axis O' can be used to indicate the location of the track 560, or the location of the track 560 can be used to indicate the location of the longitudinal axis O'.

[0367] In the third mechanical restraint facility, within the first restraint space S11 defined by the top barrier 510, bottom barrier 520, left barrier 530, and right barrier 540 of the utility tunnel assembly, the longitudinal axis O' is parallel to the length extension direction of the internal passage. This internal passage is the internal passage of the utility tunnel assembly. The first restraint space S11 can also be referred to as the internal passage of the utility tunnel assembly. The middle part of the first restraint space S11 defined by the utility tunnel assembly may coincide with the longitudinal axis O'. The longitudinal axis O' of the first restraint space S11 is the axis pointing towards the front and back of the internal passage and passing through the middle of the internal passage. The cross-section of the utility tunnel can also be referred to as the cross-section of the first restraint space S11.

[0368] 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 aircraft 100. Using the position of a certain point in the center of a pre-defined first constraint space as the target position, the target flight direction of the aircraft 100 can be planned, and thus a path from the current position to the target position can be planned. The path planning algorithm is existing technology in this field. For example, common path planning algorithms include A* algorithm, Dijkstra's algorithm, and RRT (Rapidly-exploring Random Tree). After the target position is set and the path planning is completed, the action of flying towards the preset safe space can be executed.

[0369] Optionally, 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 aircraft 100 or to ground it. Specifically, the second safety processing unit 152S2 issues a "system abnormality of 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 aircraft 100 and to initiate an emergency landing.

[0370] Whether the aircraft 100 has a tendency to leave the second constraint space is determined by analyzing parameters including the aircraft 100's current flight direction, current speed, distance between the 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 aircraft 100's manual control component 151, 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,

[0371] Whether the 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 aircraft 100, the distance between the aircraft 100 and the boundary, and the manual control commands to be executed generated by the manual control component 151 of the 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.

[0372] The human-computer interaction component 155 issues a corresponding prompt, which means that the corresponding prompt is sent to the signal input port of the human-computer interaction component 155 and displayed by the human-computer interaction component 155.

[0373] 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.

[0374] By obtaining the current flight direction of aircraft 100 and determining whether it is approaching or moving away from the boundary, we can determine whether there is a possibility of it crossing the boundary. By obtaining the distance S between aircraft 100 and the boundary, and the current speed V of aircraft 100, we can determine whether 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 aircraft 100 and a certain boundary is 4 meters, and aircraft 100 approaches the boundary at a speed of 2 meters per second, it will cross the boundary after 2 seconds.

[0375] If 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 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 a visual sensor, radar, ultrasonic ranging sensor, infrared ranging sensor, or gyroscope. If an anomaly is detected, the aircraft continues to fly outward, which increases the tendency to leave the second constrained space.

[0376] In one implementation scheme, in embodiments 1, 2, 3, and 4 of the aircraft: when the position and / or movement trend is normal, and / or the flight altitude is normal, and / or when the aircraft has no risk of collision with other objects, and / or when the aircraft's system is normal, the aircraft 100 is controlled to fly based on manual control commands generated by the manual control component 151 of the aircraft 100 (transmitted to the flight control module 153). Pure autopilot causes passengers to lose the enjoyment of flying. This scheme allows for manual piloting, enabling passengers to experience the joy of flying and maintain a pleasant mood, while also constraining the space flight monitoring and processing system to provide automatic safety protection and improve safety.

[0377] Optionally, in embodiments 1, 2, 3, and 4 of the aircraft: the aircraft 100 is equipped with a manual control component 151 for receiving manual control signals and controlling the flight of the aircraft through manual control. Manual control of the aircraft's flight includes receiving manual control signals, generating manual control commands, receiving and processing them by the safety processing component 152 and / or the flight control module 153, and controlling the aircraft's flight. For example, the flight could be forward, backward, left, right, upward, roll, pitch, yaw, or descent.

[0378] Furthermore, the manual control component 151 is connected to the aircraft body 110, and / or, the manual control component 151 is a joystick, steering wheel, pedal, voice control module, touch screen, remote controller, or brain-computer interface system. This solution facilitates aircraft control. Specifically, the manual control component 151 can be installed inside the manned cabin. The manual control component 151 is used to receive manual control signals input by the user and issue corresponding manual control commands. The manual control component 151 can be at least one of a steering wheel, joystick, touch screen, and pedal sensor. Manual control signals include voice, gestures, joystick operations (e.g., forward, backward, left, and right swaying), steering wheel rotation, touch screen tapping, and pedal sensor input. The manual control component 151 can generate manual control commands that can be received by the safety processing component 152 and flight control module 153. A communication module for control is provided between the manual control component 151 and the safety processing component 152 and / or flight control module 153. If the manual control component 151 is located inside the aircraft or connected to the aircraft body 110, the manual control component 151 can be connected to the safety processing component 152 and / or the flight control module 153 via a wired control communication module. If the manual control component 151 is a remote controller, it can be connected to the safety processing component 152 and / or the flight control module 153 via a wireless control communication module.

[0379] Optional embodiments of the aircraft, 1, 2, 3, and 4, include a safety processing component that further comprises a first sensor module and / or a memory and / or a processor for sensing information required by the aircraft. The information required by the aircraft includes information required by the safety processing component.

[0380] Optionally, the first sensor module 1521 may adopt configuration scheme 1 and / or configuration scheme 2.

[0381] Configuration Scheme 1: The first sensor module 1521 includes a remote positioning module for sensing the position information of the aircraft 100 in the world coordinate system; the safety processing component 152 also includes a memory that stores the position information and three-dimensional information of the first constraint space and the second constraint space in the world coordinate system. 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.

[0382] Configuration Scheme 2: The first sensor module 1521 includes a ranging module for measuring distance information of the aircraft 100 relative to components in the mechanical constraint facility of an external object; and / or, the first sensor module includes at least one of a dynamic parameter sensor, a velocity sensor, an acceleration sensor, and an angle sensor. The external object includes components in the movable platform, components in the mechanical constraint facility, or objects in the surrounding environment. Components in the mechanical constraint facility include at least one of a track support, a track, and an arresting element.

[0383] Compared to other solutions, the above sensor solution can more conveniently and effectively achieve the aforementioned functions A, B, and C.

[0384] The remote positioning module acquires the position of the 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 aircraft 100's position and / or movement trend. The ranging module can also determine if the aircraft 100's position and / or movement trend is abnormal.

[0385] 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.

[0386] Optionally, the first sensor module 1521 may also include any one or more of a dynamic parameter sensor, a speed sensor, an acceleration sensor, and an angle sensor.

[0387] Optionally, in any embodiment of the aircraft, the 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 aircraft 100. Alternatively, the aircraft body 100 may have a connecting part for connecting the human-machine interface component 155; or the aircraft body 100 may have a communication module for communicating with the human-machine interface component 155, which 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 aircraft 100 to personnel.

[0388] 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 aircraft 100 and the surrounding environment in a timely manner.

[0389] 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 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 aircraft 100 is in a certain orientation in the first constraint space, the icon of the aircraft 100 is also located in a certain orientation within the aircraft 100's position display area on the display screen. This orientation can be above, below, left, or right. Optionally, the display area displays an icon representing the vertical axis O' for user viewing.

[0390] Pilots can view the position and orientation of the aircraft 100 within the constrained space in real time, including orientation information within a cross-section. Personnel on board the 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 aircraft 100 to personnel through the human-machine interface component 155. For specific control methods of the safety processing component 152, please refer to Figure 12 below.

[0391] Optionally, in any embodiment of the aircraft, the 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 arrangement facilitates the connection of the safety connecting assembly 580 to the aircraft. The first connecting portion can be located in the upper middle part of the aircraft body 110.

[0392] In any embodiment of the aircraft, the 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 arresting gear, or causing self-damage. This design improves the safety of the aircraft. The power unit may include multiple rotors.

[0393] 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.

[0394] A jet engine is a common power source for aircraft, generating thrust by injecting fuel to propel the aircraft into flight.

[0395] In another implementation, aircraft 100 is a flying go-kart, jetpack, or disc-shaped aircraft. This scheme allows for the protection of a wider range of aircraft types.

[0396] 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 Aircraft: An aircraft designed in a disc-like shape. Flying saucers are believed to originate from outer space, adding to the fun and interest.

[0397] In any embodiment of the aircraft, the aircraft is equipped with a grasping device for grasping external objects. The grasping device includes: a grasping component for grasping the external object, a grasping connector for connecting the grasping component and the aircraft body, a launcher for launching the grasping component, and a grasping controller. The grasping controller can issue a grasping command, and upon receiving the grasping command, the launcher launches the grasping component toward the external object to grasp it. The grasping component is a claw or hook mechanical finger. The grasping connector can be steel wire, carbon fiber filament, or nylon filament. Launching refers to ejection or jetting. For example, the launcher is a slingshot or a gun. The gun can be a pneumatic gun.

[0398] Parachutes are a common safety technology for aircraft. However, if an aircraft only has parachutes, it faces the danger of the parachute failing to deploy at low altitudes (within 50-100 meters), and the safety problem cannot be completely solved. If only the first collision buffer device connected to the aircraft body 110 exists, the danger increases due to the excessive diving speed during a high-altitude crash, and even with the first collision buffer device connected to the aircraft body 110, safety cannot be guaranteed. Equipping the aircraft with both the first collision buffer device connected to the aircraft body 110 and a parachute allows the parachute to improve safety during high-altitude crashes, while the first collision buffer device connected to the aircraft body 110 improves safety during low-altitude crashes (avoiding the danger of the parachute failing to deploy at low altitudes), thus providing a more perfect solution to the crash safety problem.

[0399] In this document, the first, second, or third collision buffer device includes: a normally deployed collision buffer device and / or a collision buffer device to be triggered. The collision buffer device is at least one of an airbag system, a spring-loaded energy-absorbing collision buffer device, and a hydraulic piston-type collision buffer device.

[0400] The term "collision buffer device" by default refers to the airbag system. A collision buffer device can be either a normally deployed collision buffer device or a collision buffer device awaiting activation. A normally deployed collision buffer device is one that is in its deployed state without requiring activation. For example, a normally deployed collision buffer device is an inflated airbag or a deployed metal spring or foam. A collision buffer device awaiting activation can be an airbag system awaiting activation.

[0401] The airbag system to be triggered includes a collision buffer controller and an airbag assembly. It may also include a contact collision sensor or a communication port for receiving collision buffer trigger commands. The collision buffer controller can receive collision buffer trigger commands from an automatic collision monitoring and processing system, or it can receive collision signals detected by the contact collision sensor, then calculate and judge, and generate collision buffer trigger commands. The airbag assembly includes a gas generator and an airbag. The airbag assembly is used to inflate and deploy upon receiving a collision buffer trigger command. The gas generator ignites fuel according to the collision buffer trigger command, generating gas to inflate the airbag. The airbag may also be equipped with a safety valve, which automatically releases some gas when over-inflated or when the pressure inside the airbag exceeds a certain value, preventing injury to personnel or damage to the aircraft. The gas used in the airbag can be nitrogen or carbon monoxide.

[0402] Referring to Figures 1, 7, 15, 16, 21, and 22, this application provides a preferred embodiment 1 of embodiments 1, 2, 3, and 4 of the aircraft: Based on this embodiment, the safety processing component 152 further includes a first communication module 1522, used to output the flight direction of the aircraft 100 so that the movable platform 300 moves with the aircraft 100 on a parallel plane of the road or water surface; or used to output the flight direction of the aircraft 100 relative to the safety connection part 360 so that the unwinding mechanism included in the safety connection component 580 of the movable platform 300 moves away from the aircraft 100. When the safety connection part 360 is in the direction of flight, the length of the safety connection assembly 580 is increased; or it is used to output the forward and backward direction information or forward and backward direction and speed information of the aircraft 100 in the direction of flight along the length extension of the track so that the railcar equipped with the vehicle drive device on the track moves in the same direction as the aircraft 100 in the direction of flight along the length extension of the track; or it is used to output the inward and outward directions of the aircraft 100 so that the unwinding mechanism included in the safety connection assembly 580 and driven by the unwinding drive device increases the length of the safety connection assembly 580 when the aircraft 100 moves away from the safety connection part 360 or flies outward.

[0403] This solution helps avoid conflicts between the aircraft 100 and the second mechanical restraint facility (railcar 570), which move in opposite directions (one forward and one backward), and prevents the aircraft from having to pull the railcar 570, thus avoiding any negative impact on the flight experience. Alternatively, it allows the aircraft 100 and railcar 570 to move in the same direction, improving flight safety and is of great significance.

[0404] Basic implementation plan description of aircraft 100:

[0405] Safety processing component 152 is used for core safety identification, generation of safety processing commands, and execution of safety processing in the aircraft 100. 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 flight control module 153 to achieve corresponding actions (landing, stopping, or obstacle avoidance). 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 referred to as safety processing hardware module 1520. Safety processing hardware module 1520 can also be integrated with the hardware of flight control module 153.

[0406] 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.

[0407] 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.

[0408] The first communication module 1522 and the first sensor module 1521 are both connected to the security processing hardware module 1520. The information acquired by the first communication module 1522 and the first sensor module 1521 is used by each security processing unit for calculation, analysis, decision-making, and judgment to generate security processing instructions.

[0409] The safety processing component 152 connects the manual control component 151, the autopilot module 154, and the flight control module 153.

[0410] 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.

[0411] 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.

[0412] The safety processing component 152 has the highest level of system control. It can generate safety processing commands. These commands have higher priority than manual control commands. Control commands refer to manual control commands and / or autopilot commands. In the event of any anomaly, 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. The safety processing component 152 can also be directly connected to a corresponding input / output module, such as a human-machine interface component.

[0413] Under the authorization of the safety processing component 152: the autopilot module 154 can autonomously plan the flight path and route of the 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.

[0414] Under the authorization of the safety processing component 152: manual control commands issued by the manual 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 aircraft 100 is consistent with the direction of the manual control command.

[0415] Specifically, the manual 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 aircraft 100 is a vertically take-off and landing aircraft 100, the manual control command may also include a hovering command.

[0416] 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.

[0417] The power assembly 160 generates lift, enabling the aircraft 100 to ascend, descend, or hover vertically. The power assembly 160 also generates a force that propels the 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 aircraft body 110. Multiple support arms may also be connected to form a support frame.

[0418] 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.

[0419] The aircraft body 110 may have a manned cabin inside, which may or may not have a seat.

[0420] As described above, in this embodiment, the aircraft 100 includes manual control components. These components are designed to provide a free flight experience for personnel and ensure that the aircraft 100 can be effectively controlled. Mechanical restraint facilities are used to define a first restraint space for the aircraft 100 to fly within the first restraint space, providing a controlled environment for the aircraft 100 and helping to ensure the safety and stability of flight.

[0421] Referring to Figure 20, the present invention also provides an embodiment of a control method for an aircraft 100, applicable to the aircraft 100 shown in any of the aforementioned embodiments 1, 2, 3, 4, and other embodiments. The control method for the aircraft 100 includes any one or more of steps A, B, and C:

[0422] A: When the 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.

[0423] B: When the 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 dynamic 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 aircraft 100 is abnormal. When the system of the aircraft 100 is abnormal, the preset second abnormal situation handling scheme is executed. The input parameters include dynamic parameters and the value of the dynamic parameters is obtained by measurement by sensors, or the output parameters include dynamic parameters and the value of the dynamic parameters included in the reference value of the output parameters is obtained by measurement by sensors.

[0424] C: When the aircraft 100 is flying within the first constrained space, identify whether the position and / or movement trend of the aircraft 100 is abnormal; when the position and / or movement trend is abnormal, execute the preset first abnormal situation handling plan.

[0425] Optionally, step C may further include: when the position and / or movement trend is normal, controlling the flight of the aircraft 100 based on the manual control commands generated by the manual control component 151 of the aircraft 100 (transmitted to the flight control module 153).

[0426] The track assembly includes an unwinding mechanism, and the track assembly is a safe connection component including an unwinding mechanism.

[0427] A second embodiment of a control method for an aircraft 100 is applied to the aircraft 100 described in embodiments 1, 2, 3, 4, and other embodiments that have the features of preferred embodiment 1. The control method for the aircraft 100 includes:

[0428] Control the flight of the aircraft 100; output forward and backward direction information or forward and backward direction and speed information of the aircraft 100 in the length extension direction of the track to control the track vehicle 570 and the aircraft 100 to move in the same direction in the length extension direction of the track 560, and / or output the inward and outward direction or inward and outward direction and speed information of the aircraft 100 to increase the length of the safety connection assembly 580 when the aircraft 100 flies outward; or,

[0429] Control the flight of the aircraft 100; output the flight direction of the aircraft 100 so that the movable platform 300 moves with the aircraft 100 on a parallel plane to the road or water surface, and / or output the flight direction of the aircraft 100 relative to the safety connection 360 so that the unwinding mechanism of the safety connection assembly 580 included in the movable platform 300 increases the length of the safety connection assembly 580 when the aircraft moves away from the safety connection 360.

[0430] Optionally, the aircraft 100 may receive forward and backward direction information from the railcar 570 (third communication module) and control the aircraft 100 to move in the same direction as the railcar 570 along the length extension of the track 560; or the aircraft 100 may receive motion direction information from the movable platform 300 (second communication module) and control the aircraft 100 to fly so that its flight direction is consistent with the motion direction of the movable platform 300 in the horizontal direction.

[0431] 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 aircraft and the control method, the specific details are the same, such as the anomaly identification and anomaly handling schemes.

[0432] 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.

[0433] The present invention also provides an embodiment of a control system for an aircraft 100, which is applied to the aircraft 100 shown in embodiments 1, 2, 3, 4 and other embodiments of the aforementioned aircraft, and is used to implement any of the control methods described herein.

[0434] In cultural, entertainment, leisure, scenic, or tourist settings, many ordinary people dream of flying their own aircraft. However, if an aircraft flies 100% unrestrained in the sky, the higher it flies, the more likely it is to crash and endanger lives. Therefore, mechanical restraint systems are necessary. Furthermore, by using safety handling components 152 to avoid 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.

[0435] For example, the safety processing component 152 acquires information such as the position and speed of the aircraft 100 through the first sensor module 1521. The first safety processing unit 152S1 analyzes and judges this information and continuously monitors the position and movement trend of the aircraft 100. If an abnormal position or movement trend is detected, a first abnormal situation handling scheme is triggered. This scheme may involve sending a command to the flight control module 153 to reduce the speed or acceleration of the aircraft 100, or to ground the aircraft, or to fly to a preset safe space, or to invalidate the manual control command that caused the abnormality, in order to eliminate the abnormal position or movement trend and ensure safety.

[0436] For example, the second safety processing unit 152S2 will monitor the system of the aircraft 100 in real time for abnormalities by using a model that includes mass parameters and power parameters. Once abnormalities are detected in the power parameters, speed, acceleration and other information of the aircraft 100, it will immediately issue instructions to reduce the acceleration, speed and flight altitude of the aircraft 100 and to make an emergency landing to ensure safety.

[0437] Optionally, in Embodiment 1 of the aircraft, the model is the aircraft's center-of-mass dynamic equation or a preset correspondence containing dynamic parameters and crew mass. This approach facilitates rapid model construction to achieve functions A and B. The preset correspondence can be a formula or a table.

[0438] Because the total mass of the aircraft includes both the mass of the personnel and the mass of the aircraft excluding the personnel. If the preset correspondence includes the total mass of the aircraft, then it also includes the mass of the personnel. The core of this scheme 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 aircraft 100 is abnormal based on the model output value and the reference value of the output parameter.

[0439] Based on in-depth research into aircraft and aircraft safety, this 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 mass of the aircraft, the mass of the personnel, or the mass of the aircraft excluding personnel. Personnel mass includes the mass of items carried by the personnel. The mass of the aircraft excluding personnel includes the mass of the battery (fuel). Personnel refers to passengers or crew members. In this paper, because the primary purpose of aircraft design is to allow passengers to fly independently without the need for a professional pilot, personnel can be equated with passengers. Personnel mass can be equated with passenger mass. The mass of the aircraft excluding personnel can also be referred to as the aircraft's tare weight.

[0440] 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.

[0441] The output parameters of the model can be of three types, such as mass parameters (B1), dynamic parameters (B2), and system operating parameters (B3).

[0442] 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.

[0443] B2: The output parameters of the model are dynamic parameters; then the input parameters of the model include the total mass 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 mass of the aircraft can be set by the model output value obtained by the prior calculation using the model with the total mass of the aircraft as the output parameter, or a preset value can be taken;

[0444] B3: The output parameters of the model are the system operating parameters; the input parameters of the model include the total mass 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 mass of the aircraft can be set by the model output value obtained by the model with the total mass of the aircraft as the output parameter, or a preset value can be taken.

[0445] 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.

[0446] 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.

[0447] 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 mass 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.

[0448] Example 1 of scheme A (i.e. function A) in the control method of aircraft 100:

[0449] 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)

[0450] 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;

[0451] A102: When the 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 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 uniform vertical ascent / descent state.

[0452] 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;

[0453] 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 mass m of the aircraft; obtain the mass m0 of the aircraft without personnel through the preset method, and then obtain the mass m1 of the personnel through formula 1_2;

[0454] A105: The model output value of the personnel mass m1 is then transmitted to the human-machine interface component 155 for display on the screen and voice broadcast. If the personnel mass is 60 kg, the model output value under normal aircraft conditions will be between 55-65 kg.

[0455] Example 1 of scheme B (i.e. function B) in the control method of aircraft 100:

[0456] B101: The model in Implementation 1 of Scheme A above is used; the output parameter of the model is the personnel mass m1.

[0457] B102: Using the model and calculation scheme in Implementation 1 of Scheme A above, the model output value of the personnel quality m1 calculated earlier is used as a reference value and as an automatic monitoring benchmark.

[0458] B103: When the aircraft 100 is in flight, repeat the above A102-A104 process to calculate the current personnel mass m1 model output value, and the model output value is calculated based on the current dynamic parameters measured by the sensors using the above model.

[0459] B104: Compare the current personnel quality m1 model output value with the reference value used as the automatic monitoring benchmark. 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.

[0460] Example 2 of scheme B (i.e. function B) in the control method of aircraft 100:

[0461] 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;

[0462] The formula for calculating lift L is the same as the formula in Example 1 of Scheme A (Formula 1_2);

[0463] B111: When the aircraft 100 is flying, the acceleration and angle sensors (gyroscopes) measure whether the aircraft is currently hovering or in a constant vertical ascent and descent state. If so, the following B calculation and monitoring process B112 is started; otherwise, the program loops in step B111, waiting for the aircraft to be in a hovering or constant vertical ascent and descent state.

[0464] 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 mass m from the model's input parameters. This can be done by using the model output value of the aircraft's total mass m previously calculated 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.

[0465] B113: Measure the rotor speed N of the aircraft using a (photoelectric detection type) speed sensor; read the preset values ​​of air density ρ, lift coefficient, and rotor reference area S required to calculate lift L using speed N; calculate lift L using formula 1_2; since the value of 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;

[0466] 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.

[0467] Example 3 of scheme B (i.e. function B) in the control method of aircraft 100:

[0468] 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;

[0469] The formula for calculating lift L is the same as the formula in Example 1 of Scheme A (Formula 1_2);

[0470] B121: When the aircraft 100 is flying, 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 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 constant speed vertical ascent and descent state.

[0471] 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 mass m of the aircraft in the model's input parameters. This can be achieved by using the model output value of the total mass m of the aircraft (previously) calculated in Example 1 of Scheme A as the input parameter value, or by manually setting the value of this input parameter.

[0472] Then, using the model in Formula 2-3, calculate the model output value of gravitational acceleration g;

[0473] B123: Obtain the preset value of gravitational acceleration g by reading, and use the preset value of gravitational acceleration g as a reference value;

[0474] 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.

[0475] An embodiment with a preset correspondence as a table includes the following steps:

[0476] E1: Through experiments, while the aircraft 100 is in a normal hovering or vertical uniform speed ascent and descent state, the sensor measurements of the power parameters corresponding to different personnel masses are measured. The power parameters are the real-time power values ​​of the motor, which can be obtained by measuring the motor current and voltage and then multiplying the two.

[0477] E2: The sensor measurement values ​​of the power parameters corresponding to different personnel masses m1 obtained above are compiled into the following table;

[0478] E3: When the aircraft is flying with 100 people, in hovering or vertical uniform speed ascent and descent, the values ​​of the dynamic parameters are measured by sensors, and the corresponding model output value of the personnel mass m1 is calculated by looking up the table.

[0479] 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 personnel mass m1 and the aircraft's dynamic parameters (required power). The algorithmic principle of the aircraft's center-of-mass dynamic equations includes this correspondence between the personnel mass m1 and the aircraft's dynamic parameters. Airspeed and ground speed are close and can be substituted for each other in calculations. In this paper, the speed used to calculate lift is airspeed. When describing the speed of the aircraft relative to its environment (e.g., track, mobile platform, utility tunnel assembly, support structure), this speed is ground speed.

[0480] In existing technologies, the aircraft center-of-mass dynamic 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 center-of-mass dynamic equations for real-time aircraft safety monitoring, and has verified the feasibility of this approach through experiments on small aircraft. The accuracy deviation of mass calculations using dynamic parameters is less than 1-2%.

[0481] The pre-defined correspondence between dynamic parameters and the total mass 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 mass of the aircraft. The correspondence is presented as a formula or a 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.

[0482] 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.

[0483] 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:

[0484] When the aircraft is flying at a constant speed and level: assuming

[0485] 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.

[0486] Optionally, a method for real-time estimation of wind speed based on the dynamics model of a multi-rotor aircraft is as follows;

[0487] In the above formula, FH The drag force is Ω, where m is the mass of the aircraft, k is the drag coefficient, and Ω is the drag coefficient. i Let be the rotational speed of the i-th rotor of the aircraft, and l be the total number of rotors of the aircraft. The horizontal component of airspeed within the engine system. The horizontal component of the ground speed in the machine system. This represents the horizontal component of wind speed within the machine system.

[0488] In the above control methods, embodiments 1, 2, 3, and 4 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, 3, and 4 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 the 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.

[0489] An embodiment of a storage system includes a memory for recording flight operation data of an aircraft 100 as described in embodiments 1, 2, 3, 4, and any of the preferred and alternative embodiments. This data includes the position and motion trend of the aircraft 100, the model's output values, the values ​​of the model's input parameters, and one or more of the aircraft 100's velocity, acceleration, and angle. When the aircraft is in frequent operation, the storage system records detailed flight data to enable long-term, in-depth analysis and the identification of potential safety hazards.

[0490] An embodiment of a flight system includes an aircraft 100 as described in embodiments 1, 2, 3, 4, and any of the preferred and optional embodiments. The flight system further includes a mechanical restraint facility as shown in embodiments 1, 2, 3, and any of the optional preferred embodiments, or a mobile platform as shown in embodiments 1, 2, and any of the optional mobile platform, wherein the aircraft 100 can fly under the restraint of the mechanical restraint facility. If the mechanical restraint facility or the mobile platform shown in any embodiment includes a safety connection component 580, the second end of which is connected to the aircraft 100.

[0491] This application also provides an aircraft 100. The 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.

[0492] Please refer to Figure 23, which shows an embodiment of the multi-track flight system provided in this application:

[0493] Referring to Figures 1-5, this application also provides an embodiment 1 of an aircraft and an implementation scheme 3 of a control method for the aircraft: Referring to Figures 1-5, based on embodiment 1 of the aircraft and any of its preferred embodiments, and any one of implementation schemes 1 and 2 of the control method for the 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 obstacles within the conventional space; the second 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 aircraft relative to the components in the mechanical constraint facility is replaced with measuring the distance information of the aircraft relative to the obstacles within the conventional space. Simultaneously, 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-performance 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, in the control scheme and control system, a new control method and control system are obtained.

[0494] A parachute is a deployable aerodynamic decelerator that utilizes the principle of air resistance and expands by inflating relative to the air. Parachutes are used to safely bring people or objects down from the air to the ground. The main components of a parachute include the canopy, pilot chute, lines, harness system, deployment mechanism, and parachute pack. Parachutes are a current technology.

[0495] Please refer to Figure 31 for an embodiment of a general-purpose functional device: The general-purpose functional device (1) includes: a sensor unit U10 for acquiring signals required for control, a communication unit U11 for communicating with the outside world, a human-machine interface unit U12 for realizing manual operation, a control unit U2, a power unit U3, and an execution unit U4. The sensor unit U10, the communication unit U11, and the human-machine interface unit U12 are all coupled to the control unit U2. The control unit U2, the power unit U3, and the execution unit U4 are coupled in sequence, respectively realizing the functions of control, providing power, and end-effector execution.

[0496] 1: When the technical architecture of the general function device (1) is implanted into the mobile platform, the sensor unit U10 refers to the second sensor module (for the platform), the communication unit U11 refers to the second communication module (for the platform), the human-machine control unit U12 refers to the manual control component of the mobile platform, the control unit U2 refers to the control module (for the platform), the power unit U3 refers to the power module (for the platform), and the execution unit U4 refers to the driving device (for the platform).

[0497] 2: When the technical architecture of the general function device (1) is implanted into the railcar 570 of the second mechanical restraint facility, the sensor unit U10 refers to the third sensor module (for railcar), the communication unit U11 refers to the third communication module connected to the first communication module of the aircraft and / or the fourth communication module that can communicate with the remote controller of the railcar 570, the human-machine control unit U12 refers to the remote controller of the railcar 570, the control unit U2 refers to the first motor controller contained in the vehicle drive device (for railcar), the power unit U3 refers to the first motor contained in the vehicle drive device (for railcar), and the execution unit U4 refers to the roller group 5701 (for platform).

[0498] 3: If the technical architecture of the general function device (1) is implanted into the electric hoist or electric winch containing the unwinding drive device and the unwinding mechanism of the second mechanical constraint facility, then the sensor unit U10 can be omitted, the communication unit U11 refers to the third communication module connected to the first communication module of the aircraft and / or the fifth communication module that can communicate with the unwinding remote controller, the human-machine control unit U12 refers to the unwinding remote controller, the control unit U2 refers to the second motor controller (unwinding motor controller) contained in the unwinding drive device (for railcars), the power unit U3 refers to the second motor (unwinding motor) contained in the unwinding drive device (for railcars), and the execution unit U4 refers to the unwinding mechanism.

[0499] The autopilot modules for mobile platforms and aircraft are both existing technologies. They can be developed with reference to existing, publicly known technologies.

[0500] Acquiring motion parameters of a moving object using any one of the first, second, or third sensor modules is existing technology. For example, if the sensor module includes a vision sensor (e.g., a camera), the motion parameters of the moving object can be determined through visual analysis. If the sensor module includes a ranging module such as a radar, ultrasonic, or infrared ranging sensor, the ranging module can detect the motion parameters of the moving object relative to the device equipped with the sensor module. A movable safety device. A moving object acquisition aircraft 100. Motion parameters include direction of motion, position, speed or trend of motion, altitude above the ground, and distance between the two.

[0501] A visual sensor captures images. Based on the position of a moving object in the image (pixel coordinate system), and the mapping relationship between the pixel coordinate system and the world coordinate system, the target's position in the world coordinate system can be determined. The direction and / or velocity of the moving object can be determined based on the differences between multiple sampled positions. A ranging sensor, also known as a ranging module, can be a lidar, millimeter-wave radar, ultrasonic detector, or infrared ranging system. The mechanical constraint facility includes a third information acquisition module, which may be a third communication module and / or a third 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 drive device used to drive the unwinding mechanism.

[0502] In this article, any mention of an aircraft refers to an aircraft capable of vertical takeoff and landing.

[0503] Optionally, the aircraft mentioned anywhere in this document may be a manned aircraft or a cargo aircraft with a payload capacity of more than 30 kilograms.

[0504] Optionally, any flight described in this document is an ultra-low-altitude flight or an ultra-low-altitude flight.

[0505] In this text: "Vehicle" refers to a device containing a wheeled or tracked running mechanism. A vehicle can travel along a road or track. A wheeled running mechanism can also be called a wheel or a traveling wheel. A wheel can be a roller included in the vehicle that can roll along a road or track. "Parallel plane of a road or water surface" refers to the parallel plane of the road surface or the parallel plane of the water surface. The parallel plane of the water surface can also be called a horizontal plane. If the road surface is horizontal, then the parallel plane of the road surface is also a horizontal plane. If the road surface is sloping, then the parallel plane of the road surface is the plane parallel to the sloping road surface. "Flight direction" includes the component of the flight direction on the parallel plane of the road or water surface. The component on the parallel plane of the road or water surface can be a horizontal component. The horizontal component is the projection or component of a vector in the horizontal direction. "Forward or backward direction" refers to the direction forward or backward. "Regular space" refers to unconstrained space or open space. "Ultra-low altitude" refers to space below 100 meters above ground level. "Low altitude" refers to space between 100 and 1000 meters above ground level. "Bearing" refers to supporting an object and bearing its weight. Manual control components can also be called control components or human-operated control components. "Human" can also refer to human labor. "User" can also be referred to as occupant.

[0506] Impact force refers to the force that occurs when objects collide. During the collision, this force initially increases suddenly and then disappears rapidly. Impact force is also called impulse force or collision force. The impact force generated when an aircraft collides with an object below it can also be called the impact force of the aircraft on the object below it. The designation for mass is m. Mass can also be referred to as weight. In this article, mass does not refer to quality.

[0507] In this document, "first" and "second" have no distinguishing features or importance; they are merely for ease of identification. It is understood that the terms "first" and "second," as well as all numerical and English reference numerals used in this application, are only used to distinguish one concept from another and have no distinguishing features or importance. "First object" can be simply referred to as "object," for example, a first sensor module can be simply referred to as a sensor module. "First" is not a limitation on quantity. "First object" does not limit the number of objects to one; for example, the number of first sensor modules is not limited to one. For example, reference numerals can be replaced or added / removed without departing from the scope of the embodiments of this application. For example, "second" and "third" can be interchanged. For example, the original second information acquisition module can be replaced with a third information acquisition module; for example, the original second communication module can be replaced with a third communication module; for example, the original second sensor module can be replaced with a third sensor module. For example, the reference numerals "1, 2, Figure 1, Figure 2" can be arbitrarily adjusted without changing the essential content of the drawings. The same object can be labeled or not; for example, the first constraint space S12 can also be called the first constraint space, and the second constraint space can also be called the second constraint space S2. For example, the label "-2" can be replaced with "_2". Depending on the context, the words "if" or "if" in a document can be interpreted as "when," "when," or "in response to a determination." "At least one" includes one, two, or more; "multiple" includes two or more; "each" refers to each of the corresponding multiples; "any" refers to any one of the multiples. The content within parentheses "()" can be either retained with the parentheses removed, or the content within the parentheses "()" can be deleted. In this document, all descriptions of states and characteristics are general descriptions and not precisely defined. For example, "ahead" can mean directly ahead, left-front, or right-front. For example, "both in the same direction" means that both are generally in the same direction, meaning one can be directly ahead, and the other can be left-front or right-front.

[0508] Measurement refers to real-time values ​​measured by sensors. Unless otherwise specified, all actions are assumed to be performed in real-time. Control is categorized as direct or indirect. Connections are also categorized as direct or indirect via intermediaries. Connections can be rigid or flexible. Connections between two mechanical components are assumed to be mechanical. Mechanical connections are assumed to be mounted. Connections between two electrical components are assumed to be electrical. Unless otherwise specified, "support" refers to a track support. Information is not limited to text and can include various images, sounds, lights, etc.

[0509] Signal coupling is also known as signal connection. Signal coupling includes at least one of electrical connection, optical transmission, and magnetic coupling.

[0510] 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 arrestor and track 560 is the vertical distance between the lower surface of the top arrestor and the upper surface of 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 aircraft 100 refers to the vertical distance between the upper and lower surfaces of aircraft 100. Flight altitude refers to the altitude of the aircraft above the ground. "Close" means that the distance between the two is less than a preset value. In a second mechanical restraint facility or mobile platform, the boundary of the first restraint space is close to the boundary of the second restraint space in the same orientation, meaning the distance between the two boundaries 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 "approaching." Vertical approach refers to approaching in the vertical direction. Horizontal approach refers to approaching in the horizontal direction. "Both approaching" means the distance or difference between the two is within a preset range. The 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 publicly available literature, statistical tables of requirements from 10 or more users, or industry standards. Preset time periods are all preset values. A preset safety space is also a preset range. A safety space can also be called a safety zone. Location can include high and low positions. Area can also refer to a three-dimensional area. Unless otherwise specified, speed refers to ground speed. Flight altitude refers to ground altitude. "Including" can be replaced with "being." Object A contains component B, meaning object A is component B, or object A only contains component B. For example, "the bottom barrier includes a third collision buffer device" can also mean that the bottom barrier is a third collision buffer device. Similarly, "the collision buffer device includes an airbag system" can mean that the collision buffer device is an airbag system.

[0511] 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.

[0512] 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.

[0513] 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 mobile platform, characterized in that, include: The power module is used to drive the mobile platform to travel along the road or water surface; The orientation information acquisition module is used to obtain the flight direction of the aircraft; The power module is used to drive the mobile platform to travel along the road or water surface; The control module is used to: control the power module to make the movable platform move in the same direction as the aircraft on a parallel plane of the road or water surface, or make the travel direction of the movable platform consistent with the flight direction of the aircraft on a parallel plane of the road or water surface, or make the movable platform move along with the aircraft on a parallel plane of the road or water surface, based on the flight direction of the aircraft. Furthermore, the mobile platform is also equipped with a safety connection component, the first end of which is connected to the mobile platform and the second end is used to connect to the aircraft. And / or, the mobile platform is also equipped with a second collision buffer device, which is used to buffer the collision when the aircraft crashes.

2. The mobile platform as described in claim 1, characterized in that, The safety connection assembly can suspend the aircraft, and / or the safety connection assembly is used to generate an upward pull on the aircraft and / or to reduce the impact force generated when the aircraft collides with an object below the aircraft.

3. The mobile platform as described in claim 2, characterized in that, The movable platform is provided with a top barrier above the safety connection part of the first end of the safety connection component. The top barrier is used to prevent the aircraft from flying upward through the top barrier and / or to prevent the aircraft from flying from one side of the top barrier to the other side of the top barrier.

4. The mobile platform as described in claim 1, characterized in that, The orientation information acquisition module can also acquire information about whether the aircraft is flying away from the first end. The safety connection component also includes an unwinding mechanism driven by an unwinding drive device. The control module is used to acquire information including whether the aircraft is flying away from the first end and to control the unwinding drive device to increase / decrease the length of the safety connection component when the aircraft is moving away from / approaching the first end; or, the safety connection component includes an unwinding mechanism, an elastic connector, or a telescopic mechanism for adjusting the length of the safety connection component; and / or, The number of safety connection components is multiple, with at least one safety connection component installed on each of the left and right sides, front and back sides, or top and bottom sides of the center of gravity of the aircraft.

5. The mobile platform as described in claim 1, characterized in that, The control module can also receive manual control commands from the manual control components of the mobile platform, and control the mobile platform to drive according to the manual control commands; and / or, the mobile platform includes an automatic driving module for controlling the mobile platform to drive through an automatic driving mode; and / or, the mobile platform is a vehicle or the mobile platform is a boat or raft.

6. A mobile platform, comprising: A safety connection component, wherein a first end of the safety connection component is connected to the safety connection part of the mobile platform, and a second end is used to connect a manned aircraft capable of vertical take-off and landing to prevent the aircraft from leaving the space defined by the safety connection component; and the gravity generated by the sum of the mass of the mobile platform and the minimum mass of personnel set for the mobile platform is greater than the maximum lift that the aircraft can generate; when the aircraft flies forward, backward, left, or right, it can drag the mobile platform along the road or water surface; The safety connection assembly can suspend the aircraft and / or the safety connection assembly is used to generate an upward pull on the aircraft and / or to reduce the impact force generated when the aircraft collides with an object below the aircraft; and / or the movable platform further includes a second collision buffer device for acting as a collision buffer when the aircraft crashes.

7. The mobile platform as described in claim 6, characterized in that, The safety connection assembly includes an unwinding mechanism, an elastic connector, or a telescopic mechanism for adjusting the length of the safety connection assembly; And / or the movable platform is a vehicle with wheels or a boat or raft; And / or, the movable platform is provided with a top stop above the safety connection portion of the first end of the safety connection assembly, the top stop being used to prevent the aircraft from flying upward through the top stop and / or to prevent the aircraft from flying from one side of the top stop to the other side of the top stop.

8. A mechanical restraint device, characterized in that, The mechanical restraint facility is configured to restrain the aircraft from carrying passengers within a first restraint space defined by the mechanical restraint facility, and the mechanical restraint facility is any one of a first mechanical restraint facility, a second mechanical restraint facility, and a third mechanical restraint facility. The first mechanical restraint facility includes a top arresting member and a third collision buffer device located below the top arresting member. The vertical distance between the top arresting member and the third collision buffer device is greater than the distance between the top and bottom of the aircraft. The third collision buffer device is used to buffer the impact when the aircraft crashes. The top arresting member is used to prevent the aircraft from flying upwards through the top arresting member and / or to limit the maximum flight altitude of the aircraft. The third mechanical restraint facility includes a tunnel assembly, which includes a top arresting member, a bottom arresting member, a left arresting member, and a right arresting member. The second mechanical restraint facility includes a track assembly comprising a suspended track, a track vehicle, and a safety connection assembly. The track vehicle is movable along the length of the track. A first end of the safety connection assembly is connected to the track vehicle, and a second end of the safety connection assembly is used to connect to the aircraft. Alternatively, the mechanical restraint facility further includes a blocking assembly comprising a top blocking member located above the track. The top blocking member is used to prevent the aircraft from flying upwards past the top blocking member and / or from flying from one side of the top blocking member to the other.

9. The mechanical restraint device according to claim 8, characterized in that, The railcar further includes a third information acquisition module, which includes a third communication module or a third sensor module for communicating with the first communication module of the aircraft; the railcar includes a vehicle drive device for driving the railcar to move along the length extension direction of the track, and the railcar can acquire information including the forward and backward direction of the aircraft's flight through the third information acquisition module, and the railcar can move in the same direction as the aircraft along the length extension direction of the track; or At least two of the mechanical restraint facilities are stacked vertically, or the height of the space below the first restraint space is sufficient for the passage of people or vehicles, and / or the second mechanical restraint facility is connected end-to-end, or the third mechanical restraint facility is connected end-to-end, and / or the mechanical restraint facilities are configured as horizontal or elongated, and / or the suspended track is installed on a track support; or, The safety connection assembly includes an unwinding mechanism, an elastic connector, or a telescopic mechanism for adjusting the length of the safety connection assembly; or... The track is a first track, the safety connection component is a first safety connection component, the track component also includes a second track and a second safety connection component, the first end of the second safety connection component is connected to the second track and can move along the length extension direction of the second track, and the second end of the second safety connection component is used to connect to the aircraft; The second track is parallel to the first track and located at a different position; or, The top arresting element is connected to the arresting element bracket and / or the top arresting element contains light-transmitting material or photovoltaic power generation material and / or the top arresting element contains waterproof material or the top arresting element is configured to protect the aircraft from rain; and / or, the vertical distance between the track and the top arresting element above the track is less than the distance between the upper and lower surfaces of the aircraft, or the top arresting element above the track is used to prevent the aircraft from flying above the track; or, The arresting assembly further includes a bottom arresting member located below the track for preventing the aircraft from flying downwards after passing the bottom arresting member; and / or, the arresting assembly further includes a left arresting member disposed to the left of the track for preventing the aircraft from flying to the left after passing the left arresting member; and / or, the arresting assembly further includes a right arresting member disposed to the right of the track for preventing the aircraft from flying to the right after passing the right arresting member.

10. The mechanical restraint device according to claim 9, characterized in that, The bottom barrier includes a third collision buffer device; or... The third information acquisition module can acquire information including whether the aircraft is flying away from the first end or flying inward or outward. The unwinding drive device drives the unwinding mechanism to increase the length of the safety connection component when the aircraft is flying away from the first end or flying outward.

11. An aircraft, characterized in that, The aircraft is configured to be compatible with a mobile platform or capable of carrying passengers within a first constrained space defined by mechanical constraints. The aircraft also includes a safety processing component and / or a first collision buffer device connected to the aircraft body. The safety processing component includes a first safety processing unit and / or a second safety processing unit and / or a third safety processing unit. The first safety processing unit includes a constrained space flight monitoring and processing system; or... The aircraft includes a first collision buffer device and a safety processing component connected to the aircraft body. The safety processing component includes a first safety processing unit and / or a second safety processing unit and / or a third safety processing unit. The first safety processing unit includes an automatic altitude monitoring and / or an automatic collision monitoring and processing system; or... The aircraft includes a parachute and further includes a first collision buffer device and / or safety processing assembly connected to the aircraft body. The safety processing assembly includes a first safety processing unit and / or a second safety processing unit and / or a third safety processing unit. The first safety processing unit includes an automatic altitude monitoring system and / or an automatic collision monitoring system; or... The aircraft is configured to be adapted to a mobile platform or to carry passengers in a first constrained space defined by mechanical constraints. The aircraft also includes a safety processing component, a first collision buffer device connected to the aircraft body, and the aircraft includes a parachute or a connecting part for connecting the parachute. The safety processing component includes a first safety processing unit and / or a second safety processing unit and / or a third safety processing unit. The first safety processing unit includes a constrained space flight monitoring and processing system and / or an automatic altitude monitoring and processing system and / or an automatic collision monitoring and processing system. The constrained space flight monitoring and processing system is used to: when the aircraft is flying in the first constrained space, identify whether the position and / or movement trend of the aircraft is abnormal based on the data obtained by the sensors, and execute a preset first abnormal situation handling scheme when the position and / or movement trend is abnormal. The abnormal position and / or movement trend includes: the aircraft having a tendency to leave the second constraint space or the aircraft being outside the second constraint space, with part or all of the boundary of the second constraint space being within the boundary of the first constraint space; or, the aircraft having a tendency to reach the boundary of the first constraint space or the aircraft having reached the boundary of the first constraint space. The automatic altitude monitoring and processing system is used to: acquire information including the aircraft's altitude above the ground based on sensors; and execute a preset flight altitude anomaly handling scheme when the aircraft's altitude above the ground exceeds a set altitude range. The preset flight altitude anomaly handling scheme includes: issuing a ground altitude anomaly warning, and / or invalidating manual control commands that cause the aircraft's altitude above the ground to deviate from the set altitude range, and / or controlling the aircraft to fly so that the aircraft's altitude above the ground is within the set altitude range. The automatic collision monitoring and processing system is used to: analyze data acquired by sensors, and execute a preset collision risk handling scheme when the aircraft is at risk of collision with other objects; the preset collision risk handling scheme includes: issuing a collision risk warning, and / or invalidating manual control commands that would cause the aircraft to collide with other objects, and / or issuing a collision buffer trigger command to the collision buffer controller before the collision to trigger the first collision buffer device to be triggered; and / or controlling the aircraft to perform obstacle avoidance flight; The second safety processing unit is used to: when the 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 aircraft's system 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 aircraft's system 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 aircraft is flying, acquire the values ​​of the input parameters of the 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. The mechanical restraint facility is any one of the first mechanical restraint facility, the second mechanical restraint facility, and the third mechanical restraint facility; The first mechanical restraint facility includes a top arresting member and a third collision buffer device located below the top arresting member. The vertical distance between the top arresting member and the third collision buffer device is greater than the distance between the top and bottom of the aircraft. The third collision buffer device is used to buffer the impact when the aircraft crashes. The top arresting member is used to prevent the aircraft from flying upward through the top arresting member and / or limit the maximum flight altitude of the aircraft. The second mechanical restraint facility includes a track assembly, which includes a suspended track and a safety connection assembly. A first end of the safety connection assembly is connected to the track and is movable along the length extension direction of the track. A second end of the safety connection assembly is used to connect the aircraft to prevent the aircraft from leaving the first restraint space defined by the safety connection assembly. The third mechanical restraint facility includes a utility tunnel assembly, which includes a top barrier, a bottom barrier, a left barrier, and a right barrier.

12. The aircraft as claimed in claim 11, characterized in that, The aircraft includes a power unit that generates lift, enabling the aircraft to take off and ascend vertically.

13. The aircraft as claimed in claim 11, characterized in that, Whether the aircraft has a tendency to escape the second constraint space is determined by analyzing parameters including the manual control commands to be executed generated by the aircraft's manual control components, where 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 aircraft has a tendency to reach the boundary of the first constrained space is determined by analyzing parameters including the manual control commands to be executed generated by the aircraft's manual control components, the manual control commands including 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.

14. The aircraft as claimed in claim 11, 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 aircraft is an EVTOL, a flying car, a flying motorcycle, a flying go-kart, a jetpack, or a disc-shaped aircraft.

15. The aircraft according to claim 11, characterized in that, The aircraft also includes a first connection part for connecting to the safety connection assembly.

16. The aircraft according to claim 11, characterized in that, The model is the aircraft's center of mass dynamics equation or a preset correspondence between dynamic parameters and personnel mass.

17. The aircraft according to claim 11, characterized in that, The security processing component also includes a first sensor module for sensing information required by the security processing component.

18. The aircraft as claimed in claim 11, 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 aircraft's speed and acceleration, or grounding the aircraft or flying it to a preset safe space; 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 aircraft's flight altitude, speed, and acceleration, or to ground the aircraft; or... The aircraft is equipped with a manual control component, which is used to receive manual control signals and generate manual control commands to control the flight of the aircraft through manual control.

19. The aircraft as claimed in claim 11, characterized in that, The aircraft is provided with a human-machine interface component connected to the aircraft body, or the aircraft body 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 aircraft's altitude above the ground or for displaying the aircraft's orientation in the first constraint space and / or the second constraint space.

20. The aircraft as claimed in claim 11, characterized in that, The second safety processing unit is further configured to: the input parameter includes the total mass of the aircraft and the value of the total mass of the aircraft is obtained by calculation using a model whose output parameter is the total mass of the 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.

22. The aircraft according to claim 11, characterized in that, The safety processing component further includes a first communication module, used to output the flight direction of the aircraft so that the movable platform moves with the aircraft on a parallel plane of the road or water surface; or used to output information including the forward and backward direction of the aircraft in the length extension direction of the track so that a railcar equipped with a vehicle drive device on the track moves in the same direction as the aircraft in the length extension direction of the track; or used to output information including whether the aircraft is flying away from the first end or flying in the inward or outward direction so that the unwinding mechanism of the safety connection component, driven by the unwinding drive device, increases the length of the safety connection component when the aircraft flies away from the first end or flies outward.

23. A control method for an aircraft, characterized in that, The control method for the aircraft according to any one of claims 11-21 includes: When the aircraft is in flight, it acquires the values ​​of preset model input parameters and performs calculations using the model. The input parameters include dynamic parameters, the values ​​of which are measured by sensors. The model's output parameter is a mass parameter, and the model output value of the mass parameter is displayed. Alternatively, When the aircraft is in flight, the values ​​of the input parameters of a preset model are acquired and calculations are performed using the model. The model 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 aircraft's system is abnormal. When the aircraft's 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 aircraft is flying within the first constrained space, the system identifies whether the aircraft's position and / or movement trend is abnormal; when the position and / or movement trend is abnormal, the system executes a preset first abnormal situation handling scheme.

24. The control method for an aircraft according to claim 23, characterized in that, The control method further includes: Control the flight of the aircraft, and The output includes information on the forward and backward direction of the aircraft during flight along the length extension of the track to control the vehicle drive unit contained in the track vehicle so that the track vehicle and the aircraft move in the same direction along the length extension of the track; or the output includes the flight direction of the aircraft to control the power module of the movable platform so that the movable platform moves alongside the aircraft on a parallel plane of the road or water surface; and / or, The output includes information on whether the aircraft is flying away from the first end or flying inward or outward, so that the unwinding mechanism, driven by the unwinding drive device, included in the safety connection assembly increases the length of the safety connection assembly when the aircraft is flying away from the first end or flying outward. Alternatively, the forward and backward direction information of the railcar can be obtained to control the aircraft and the railcar to move in the same direction along the length of the track, or the travel direction of the movable platform on the road or water surface can be obtained to control the aircraft and the movable platform to move along with the movable platform on the parallel plane of the road or water surface.

25. A control method for an aircraft, characterized in that, The method for controlling the aircraft according to claim 22 includes: controlling the aircraft to fly, and The output includes information on the forward and backward direction of the aircraft during flight along the length extension of the track to control the vehicle drive unit contained in the track vehicle so that the track vehicle and the aircraft move in the same direction along the length extension of the track; or the output includes the flight direction of the aircraft to control the power module of the movable platform so that the movable platform moves alongside the aircraft on a parallel plane of the road or water surface; and / or, Output information on whether the aircraft is flying away from the first end so that the unwinding mechanism, which is driven by the unwinding drive device, included in the safety connection assembly increases the length of the safety connection assembly when the aircraft is flying away from the first end or flying outward. Alternatively, the forward and backward direction information of the railcar can be obtained to control the aircraft and the railcar to move in the same direction along the length of the track, or the travel direction of the movable platform on the road or water surface can be obtained to control the aircraft and the movable platform to move along with the movable platform on the parallel plane of the road or water surface.

26. A control system for an aircraft, characterized in that, Applied to the aircraft according to any one of claims 11-21, for implementing the control method according to any one of claims 23 or 24; or, applied to the aircraft according to claim 22, for implementing the control method according to claim 25.

27. A storage system, characterized in that, Includes a memory for recording operational data of the aircraft during flight as described in any one of claims 11-22, the data including the position and / or motion trend of the aircraft, the output value of the model, the values ​​of the input parameters of the model, and any one or more of the velocity, acceleration, and angle of the aircraft.

28. A flight system, characterized in that, The flight system includes: The mobile platform and the aircraft as described in any one of claims 1-7, wherein the mobile platform is provided with the safety connection component, and the second end of the safety connection component is connected to the aircraft; or, The mobile platform and the aircraft as described in any one of claims 1-7, wherein the mobile platform is not equipped with the security connection component; or, The mechanical restraint facility and the aircraft as described in any one of claims 8-10, wherein the mechanical restraint facility is a first mechanical restraint facility or a third mechanical restraint facility; or, The mechanical restraint facility and the aircraft as described in any one of claims 8-10, wherein the mechanical restraint facility is a second mechanical restraint facility, and the second end of the safety connection assembly is connected to the aircraft.

29. The flight system according to claim 28, characterized in that, The aircraft is the aircraft as described in any one of claims 11-22.

30. A flight system, characterized in that, The flight system includes the aircraft as described in any one of claims 11-22, as well as any one of the mechanical restraint facilities and the mobile platform.

31. The flight system as claimed in claim 30, characterized in that, The mobile platform is the mobile platform as described in any one of claims 1-7, and the mobile platform is provided with the safety connection component, the second end of the safety connection component being connected to the aircraft; or, The movable platform is the movable platform as described in any one of claims 1-7, and the movable platform is not provided with the secure connection component; or, The mechanical restraint device is the mechanical restraint device as described in any one of claims 8-10, and the mechanical restraint device is a second mechanical restraint device, wherein the second end of the safety connection assembly is connected to the aircraft; or, The mechanical restraint facility is the mechanical restraint facility as described in any one of claims 8-10, and the mechanical restraint facility is a first mechanical restraint facility or a third mechanical restraint facility.

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