Aircraft control method and related device and system

Abstract

An aircraft control method and a related device and system. An aircraft (10) carries a mounting mechanism (20), and the mounting mechanism (20) is used for loading and unloading a payload. The method comprises: in response to an aircraft (10) being in a payload loading / unloading state, restricting a control authority of a control terminal (30) of the aircraft over the aircraft (10) (S11); and in response to the aircraft (10) exiting the payload loading / unloading state, restoring the control authority of the control terminal (30) of the aircraft (10) over the aircraft (10) (S12), wherein the aircraft (10) is located in the air.

Description

Aircraft control methods and related equipment and systems Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to a control method for an aircraft and related equipment and systems. Background Technology

[0002] During the loading and unloading of loads by an aircraft using its mounting mechanism, the aircraft may perform actions that are detrimental to the loading and unloading process, such as moving away from the loading and unloading location. On the one hand, this cannot guarantee the integrity of the loading and unloading task; on the other hand, it may also pose a threat to the personal safety of the loading and unloading personnel. Summary of the Invention

[0003] In a first aspect, this application provides a control method for an aircraft, the aircraft being equipped with a loading and unloading mechanism for loading and unloading loads, the method comprising: restricting the control authority of the aircraft's control terminal over the aircraft in response to the aircraft being in a load loading and unloading state; and restoring the control authority of the aircraft's control terminal over the aircraft in response to the aircraft exiting the load loading and unloading state; wherein the aircraft is located in the air.

[0004] In this embodiment, when the aircraft is in the load loading / unloading state, the control terminal of the aircraft restricts its control authority over the aircraft to prevent the control terminal from being manipulated to control the aircraft to perform actions that are detrimental to load loading / unloading. This helps to ensure the integrity of the load loading / unloading task and also helps to protect the personal safety of the loading / unloading personnel. When the aircraft exits the load loading / unloading state, the control terminal of the aircraft restores its control authority over the aircraft, which helps to control the aircraft to leave in a timely manner after the load loading / unloading is completed.

[0005] Secondly, this application provides a control method for an aircraft, the aircraft being equipped with a mounting mechanism, and the mounting mechanism having one or more operating controls, the method comprising: controlling the aircraft to enter a motion-restricted state in response to receiving a first control signal input by the one or more operating controls; and releasing the motion restriction on the aircraft in response to receiving a second control signal input by the one or more operating controls; wherein the first control signal is further used to unlock the mounting mechanism to facilitate loading and unloading of loads, and the second control signal is further used to lock the mounting mechanism after the load loading and unloading is completed.

[0006] This application's embodiments reuse the input signals of the control controls on the mounting mechanism. While unlocking the mounting mechanism, it also controls the aircraft to enter a motion-restricted state, preventing large movements during loading and unloading. This helps ensure the integrity of the loading and unloading task and protects the safety of personnel. Reusing the input signals of the control controls on the mounting mechanism also locks the mechanism and releases the aircraft's motion restrictions, facilitating timely control of the aircraft's departure after loading and unloading. Furthermore, reusing the control controls on the mounting mechanism is convenient, error-free, and eliminates the need for cumbersome operating procedures.

[0007] Thirdly, this application provides a control system, comprising: a memory and a processor; the memory for storing a computer program; and the processor for executing the computer program and, when executing the computer program, implementing the method described in the first or second aspect.

[0008] Fourthly, this application provides an aircraft comprising: a memory for storing a computer program; and a processor for executing the computer program and, when executing the computer program, implementing the method described in the first or second aspect.

[0009] Fifthly, this application provides a control terminal for an aircraft, comprising: a memory for storing a computer program; and a processor for executing the computer program and, when executing the computer program, implementing the method described in the first or second aspect.

[0010] In a sixth aspect, this application provides a mounting mechanism, comprising: a suspension member and a holding member, wherein one end of the suspension member is used to connect to the aircraft described in the fourth aspect and the other end is connected to the holding member, and the holding member is used to lift a load.

[0011] In a seventh aspect, this application provides a combined system comprising at least two of the following: the aircraft described in the fourth aspect, the mounting mechanism described in the sixth aspect, and the control terminal of the aircraft described in the fifth aspect.

[0012] Eighthly, this application provides a computer-readable storage medium including a stored computer program, wherein the computer program, when executed by a processor, controls the device where the storage medium is located to perform the method described in the first aspect or the second aspect. Attached Figure Description

[0013] The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments consistent with this application and, together with the description, serve to explain the technical solutions of this application.

[0014] Figure 1 is a schematic diagram of an application scenario according to an embodiment of this application.

[0015] Figure 2 is a flowchart of the control method of the aircraft according to an embodiment of this application.

[0016] Figure 3 is a schematic diagram of the positional relationship between the position of the aircraft and the load loading / unloading position according to an embodiment of this application.

[0017] Figure 4 is a schematic diagram of the control terminal's control authority over the aircraft when the aircraft is in the first working mode and the second working mode according to an embodiment of this application.

[0018] Figure 5 is a flowchart of a control method for an aircraft according to another embodiment of this application.

[0019] Figure 6 is a flowchart of a control method for an aircraft according to another embodiment of this application.

[0020] Figure 7 is a flowchart of a control method for an aircraft according to another embodiment of this application. Detailed Implementation

[0021] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0022] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items. Additionally, the term “at least one” herein means any combination of at least two of any one or more of a plurality.

[0023] It should be understood that although the terms first, second, third, etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0024] To enable those skilled in the art to better understand the technical solutions in the embodiments of this application, and to make the above-mentioned objectives, features and advantages of the embodiments of this application more apparent and understandable, the technical solutions in the embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0025] The aircraft in this application are classified according to whether or not a person is piloting them inside the cabin, including unmanned aircraft and manned aircraft; and according to their configuration, they are classified as rotorcraft, fixed-wing aircraft and aircraft combining rotor and fixed wings.

[0026] In this application's embodiments, the control terminal refers to a device used to control and operate the aircraft. Control terminals include, but are not limited to, remote controllers, mobile phones, tablets, airport equipment, wearable devices (such as smart glasses, smartwatches, etc.), ground base stations, or cloud platform monitoring equipment.

[0027] Figure 1 illustrates an application scenario of an exemplary embodiment of this application. As shown in Figure 1, the application scenario includes an aircraft 10, which may be an unmanned aerial vehicle (UAV).

[0028] As an example of an application scenario, as shown in Figure 1, the aircraft 10 can be equipped with a loading mechanism 20. The loading mechanism 20 is used for loading and unloading loads. The load represents the weight carried or supported by the loading mechanism 20. For example, the load can be a cargo transport vehicle, a live animal transport vehicle (such as a person or animal), or a carrier used to support cargo or live animals. The type of cargo can be, for example, packages, fuel, sprayed materials, medical supplies, relief supplies, etc. The loading mechanism 20 can be installed at a preset position on the aircraft 10, such as under the fuselage of the aircraft 10. The loading and unloading personnel located at the load loading and unloading position P2 can use the loading mechanism 20 to load and unload loads. When loading and unloading loads via the aircraft 10, the operator A of the control terminal 30 can operate the control terminal 30 at position P1 to control the aircraft 10 to move to the load loading and unloading position P2. After the aircraft 10 reaches the load loading and unloading position P2, the loading and unloading personnel B located at the load loading and unloading position P2 can load and unload loads after the loading mechanism 20 is unlocked.

[0029] In related technologies, during the loading and unloading of loads by the aircraft 10 using the mounting mechanism 20, the control terminal 30's control authority over the aircraft remains unaffected. Therefore, if the control terminal 30 is manipulated to control the aircraft 10 to perform actions detrimental to load loading and unloading, such as controlling the aircraft 10 to fly away from the load loading / unloading position P2, on the one hand, the integrity of the loading / unloading task cannot be guaranteed, and on the other hand, it can easily pose a safety hazard to the loading / unloading personnel B. For example, the mounting mechanism 20 could drag the loading / unloading personnel B along, or even drag them into the air, leading to a fatal fall. In related technologies, although the operator A of the aircraft's control terminal can observe the progress of the loading / unloading task using the images transmitted back to the control terminal 30, or strengthen communication between operator A and the loading / unloading personnel B through walkie-talkies or other communication methods, allowing operator A to better confirm the load loading / unloading progress, this is not always the case. However, the above method relies heavily on the judgment and subjective behavior of operator A. If operator A forgets to confirm or confirms incorrectly, and controls the aircraft 10 to perform some actions that are not conducive to loading and unloading the load, on the one hand, the integrity of the aircraft's loading and unloading task cannot be guaranteed; on the other hand, it may also pose a hidden danger to the personal safety of the loading and unloading personnel.

[0030] Based on the above problems, this application proposes a control method for an aircraft.

[0031] This application provides a control method for an aircraft 10, the aircraft 10 being equipped with a mounting mechanism 20 for loading and unloading loads. Referring to Figure 2, the method includes:

[0032] Step S11: In response to the aircraft 10 being in a load loading / unloading state, restrict the control authority of the control terminal 30 of the aircraft 10 over the aircraft 10; and

[0033] Step S12: In response to the aircraft 10 exiting the load loading and unloading state, the control terminal 30 of the aircraft 10 regains control of the aircraft 10.

[0034] Among them, aircraft 10 is located in the air.

[0035] In this embodiment, when the aircraft 10 is in the load loading / unloading state, the control terminal 30 of the aircraft 10 is restricted to control the aircraft 10, so as to prevent the control terminal 30 of the aircraft 10 from being manipulated to control the aircraft 10 to perform some behaviors that are not conducive to load loading / unloading. This helps to ensure the integrity of the load loading / unloading task and the personal safety of the loading / unloading personnel B. When the aircraft 10 leaves the load loading / unloading state, the control terminal 30 of the aircraft 10 is restored to control the aircraft 10, which helps to control the aircraft 10 to leave the load loading / unloading position.

[0036] In some embodiments, the state of the aircraft 10 can be determined based on acquired control signals. The control signals include a first control signal associated with the aircraft 10 entering the load loading / unloading state and a second control signal associated with the aircraft 10 exiting the load loading / unloading state. For example, if the first control signal is acquired, the aircraft 10 is controlled to enter the load loading / unloading state; if the second control signal is acquired, the aircraft 10 is controlled to exit the load loading / unloading state. Alternatively, if the aircraft 10 enters the load loading / unloading state, the first control signal is generated; if the aircraft 10 exits the load loading / unloading state, the second control signal is generated.

[0037] In some embodiments, the mounting mechanism 20 includes a suspension member 201 and a holding member 202. One end of the suspension member 201 is connected to the aircraft 10, and the other end is connected to the holding member 202, on which a load (shaded component in the figure) is mounted. The suspension member 201 can be a flexible connector, such as a rope, steel cable, or other high-strength flexible material. In some embodiments, the length of the suspension member 201 is adjustable to accommodate different load types, load loading / unloading positions, and flight path requirements. The holding member 202 is used to secure the load, and the suspension member is used to suspend the holding member 202 and the load it secures. As an implementation, the holding member 202 can be a hook, gripper, magnetic component, or other type of structure capable of securing the load.

[0038] In some embodiments, the state of the mounting mechanism 20 may include an unlocked state and a locked state. In the unlocked state, the mounting mechanism 20 is operable and can be operated to unload or install a load. In the locked state, the mounting mechanism 20 is inoperable and cannot be operated to unload or install a load; for example, the hook mechanism 20 is always locked during transportation. In the example where the mounting mechanism 20 includes a suspension member 201 and a holding member 202, the unlocked state indicates that the holding member 202 is in an open state, allowing loading and unloading personnel to remove the load from the holding member or to prevent the load from being installed on the holding member; the unlocked state indicates that the holding member 202 is in a closed state, preventing loading and unloading personnel from removing the load from the holding member 202 or to install the load on the holding member 202.

[0039] In some embodiments, the first control signal and / or the second control signal can be reused to lock or unlock the mounting mechanism 20. Specifically, the first control signal is used both to trigger the restriction of the control terminal 30's control authority over the aircraft and to unlock the mounting mechanism 20 to facilitate loading and unloading. The second control signal is used both to trigger the restoration of the control terminal 30's control authority over the aircraft and to lock the mounting mechanism 20 after the load loading and unloading is completed. In this way, the restriction of control authority (here, an abbreviation for "the restriction of the control terminal 30's control authority over the aircraft," the same below) can be bound to the unlocking of the mounting mechanism. Two types of operations can be completed using a single control signal without separate triggering, resulting in a simple and efficient interaction logic. Similarly, the restoration of control authority can be bound to the locking of the mounting mechanism, and two types of operations can be completed using a single control signal without separate triggering, resulting in a simple and efficient interaction logic.

[0040] The specific generation method of the first control signal and / or the second control signal is illustrated in the following embodiments of this application:

[0041] In some embodiments, the first control signal and / or the second control signal can be generated based on the input of the loading / unloading personnel B. This ensures that the loading / unloading personnel B can determine when to restrict the control terminal 30's control authority over the aircraft 10, and when to restore the control terminal 30's control authority over the aircraft 10. Since the loading / unloading personnel B has a better understanding of the progress of the load loading / unloading, and when the load loading / unloading begins and ends, they are better able to ensure the integrity of the aircraft loading / unloading task and their own personal safety. This is more accurate and reasonable than having the operator B confirm the progress of the aircraft loading / unloading task.

[0042] In some embodiments, the mounting mechanism 20 is provided with operating controls, and the first control signal and / or the second control signal can be generated based on the triggering of the operating controls on the mounting mechanism 20 by the loading and unloading personnel. Optionally, the operating controls can be physical controls, such as buttons, dials, or joysticks, and the first control signal and / or the second control signal can be generated based on the physical triggering of the operating controls on the mounting mechanism 20 by the loading and unloading personnel B. For example, physical triggering includes operation forms such as contact, pressing, or flicking.

[0043] Optionally, the operating controls can be located on the retaining member 202 so that loading and unloading personnel can operate them in a more comfortable posture.

[0044] Optionally, the operation control can be an additional control added to the mounting mechanism 20, or it can be a reuse of the original control of the mounting mechanism 20. For example, the triggering function of the operation control can be distinguished by different operation methods.

[0045] Optionally, the first and second control signals can be generated based on the triggering of the same operating control on the mounting mechanism 20 by the loading and unloading personnel. In this case, the interaction method is easier to understand, and the number of operating controls involved is small. For example, the loading and unloading personnel only need to operate the operating control at the appropriate time to achieve the two functions of restricting or releasing control permissions. In some embodiments, the operating control for locking the mounting mechanism 20 and the operating control for unlocking the mounting mechanism 20 can also be the same operating control. That is, in this case, the locking and unlocking of the mounting mechanism 20, as well as the restriction and restoration of control permissions, can be achieved by means of the same operating control. The design is simple and the operation is convenient. For example, at the first moment when loading and unloading is required, the loading and unloading personnel press an operating control to generate a first control signal. The first control signal triggers the opening of the hook of the mounting mechanism 20 and also controls the aircraft to enter a state where control permissions are restricted. At the second moment when loading and unloading is completed, the loading and unloading personnel press the above operating control again to generate a second control signal. The second control signal triggers the locking of the hook of the mounting mechanism 20 and also restores control permissions, so that the operator A can control the aircraft to leave.

[0046] Optionally, the first and second control signals can also be generated based on the triggering of different operating controls on the mounting mechanism 20 by the loading and unloading personnel (i.e., the first and second control signals are input by different operating controls). In this case, the functions of the controls are more clearly distinguished. For example, at the first moment when loading and unloading is required, the loading and unloading personnel press a certain operating control to generate the first control signal. The first control signal triggers the opening of the hook of the mounting mechanism 20 and simultaneously controls the aircraft to enter a state where control authority is restricted. At the second moment when loading and unloading is completed, the loading and unloading personnel press another operating control to generate the second control signal. The second control signal triggers the locking of the hook of the mounting mechanism 20 and simultaneously restores control authority, so that the operator A can control the aircraft to leave.

[0047] In some embodiments, the first control signal and / or the second control signal may be generated based on the biometric data of the loading / unloading personnel B. For example, the loading / unloading personnel B can generate the first control signal and / or the second control signal by recording biometric data at different times. Biometric data includes, but is not limited to, gestures, voice, body parts, etc.

[0048] In some embodiments, the first control signal and / or the second control signal may be generated based on the state of the mounting mechanism. If the mounting mechanism 20 is in the unlocked state, a control signal is generated to cause the aircraft 10 to enter the load loading / unloading state; if the mounting mechanism 20 is in the locked state, a control signal is generated to cause the aircraft 10 to exit the load loading / unloading state.

[0049] Optionally, the state of the mounting mechanism 20 can be obtained based on the detection information from the state sensors on the mounting mechanism 20. In some embodiments, the unlocked state indicates that the retaining member 202 of the mounting mechanism 20 is open, and the locked state indicates that the retaining member 202 of the mounting mechanism 20 is closed. The detection information from the sensors is used to detect the opening and closing state of the retaining member 202. For example, Hall sensors can be provided on the two mutually opening and closing parts of the retaining member 202, and the opening and closing state can be detected by the Hall sensors to reflect the unlocked or locked state. As another example, a sensor capable of detecting the weight or pressure of the load can be provided on the retaining member 202, and the detected weight or pressure can be used to reflect the unlocked or locked state.

[0050] In some embodiments, the mounting mechanism 20 and the aircraft 10 can communicate. This communication can be one-way (e.g., the mounting mechanism 20 sends information to the aircraft 10) or two-way (the mounting mechanism 20 and the aircraft 10 send and receive information to each other). Specifically, the mounting mechanism 20 is provided with a first communication component, and the aircraft 10 is provided with a second communication component. The first and second communication components are communicatively connected to transmit a first control signal and / or a second control signal, or to transmit control commands generated based on the first and / or second control signals. For example, wireless communication is used between the first and second communication components; for example, near-field communication, such as Bluetooth, is used between the first and second communication components. Furthermore, the communicative connection between the first and second communication components can also be used to transmit other signals or commands, such as payload receipt information, payload entry information, etc.

[0051] The aircraft 10 can communicate with its control terminal 30, for example, by receiving control commands from the control terminal 30 via an uplink and by transmitting flight status data or video feeds via a downlink. Exemplarily, the control commands can be used to control at least one of the following: the aircraft 10's position, attitude, flight path, operating mode, motion parameters, and functional components on the aircraft 10. The motion parameters of the aircraft 10 include, but are not limited to, one or more of the following: speed, acceleration, and relative position to a specified reference point. The functional components on the aircraft 10 include, but are not limited to, one or more of the following: a gimbal, gimbal mounts, sensors, and workload. The control commands can be obtained based on input from operator A.

[0052] In practical applications, since loading / unloading personnel B and operators A are usually different people, and furthermore, the distance between them exceeds a preset range, it is difficult for operator A to understand the actual situation on operator B's side. When it is determined that the aircraft 10 is in a load loading / unloading state, the control terminal 30 of the aircraft 10 can be restricted in its control authority. This restriction can be achieved by limiting the control terminal 30's response to control commands or by limiting the control terminal 30's sending of control commands to the aircraft 10.

[0053] In some embodiments, by restricting the control authority of the control terminal 30 over the aircraft 10, the aircraft 10 can be positioned within a preset range of the load loading / unloading position P2, thereby minimizing the adverse effects of the aircraft's movement on the load loading / unloading task. Referring to Figure 3, the aircraft 10 being positioned within the preset range of the load loading / unloading position P2 can mean that the distance between the aircraft 10's location and the load loading / unloading position P2 is less than or equal to a preset distance. The location of the aircraft 10 can be obtained through a positioning device on the aircraft 10, or obtained and transmitted to the aircraft 10 through other devices (such as other aircraft); the load loading / unloading position can be characterized by the position of the mounting mechanism 20 (e.g., specifically the position of the holding member 202 of the mounting mechanism 20), the position of the loading / unloading personnel B, or the position of the load, or determined by other means.

[0054] During the load loading and unloading process, operator A typically uses control terminal 30 to remotely control aircraft 10 to move to load loading / unloading position P2. The distance between load loading / unloading position P2 and control terminal 30 is usually quite far. Therefore, when aircraft 10 is within a preset range of load loading / unloading position P2, the distance between aircraft 10 and control terminal 30 can be greater than the distance between load loading / unloading position P2 and aircraft 10.

[0055] In some embodiments, the aircraft 10 can be controlled to hover at a preset positioning position so that the aircraft 10 is within a preset range of the load loading / unloading position P2. The preset positioning position is located within the preset range of the load loading / unloading position P2.

[0056] In some embodiments, the motion parameters of the aircraft 10 can be restricted to keep the aircraft 10 within a preset range of the load loading / unloading position P2. The motion parameters include, but are not limited to, one or more of the following: speed, acceleration, and relative position to the load loading / unloading position P2.

[0057] In some embodiments, restricting the control authority of the control terminal 30 of the aircraft 10 over the aircraft 10 includes: suspending the control authority of the control terminal 30 of the aircraft 10 over the aircraft 10, in which case the control terminal 30 of the aircraft 10 temporarily loses its control authority over the aircraft 10; or including responding to the control of the control terminal 30 of the aircraft 10 over the aircraft 10 with restrictions.

[0058] In some embodiments, restricting the control authority of the control terminal 30 of the aircraft 10 includes: responding to the control of the aircraft 10 by the control terminal 30 of the aircraft 10 with limitations. Possible scenarios include: conditionally responding to the control of the aircraft 10 by the control terminal 30 of the aircraft 10; and responding to the control of the aircraft 10 by the control terminal 30 of the aircraft 10 with limited scope. For example, the aircraft 10 may be restricted to responding only to the first type of control by the control terminal 30 of the aircraft 10, and not responding to the second type of control by the control terminal 30 of the aircraft 10. Optionally, not responding to the second type of control by the control terminal 30 of the aircraft 10 may be due to the control terminal 30 being unable to generate control commands corresponding to the second type of control. For example, the joystick of the control terminal 30 of the aircraft 10 may be locked and inoperable, or it may be operable but not generate control commands. Alternatively, the control terminal 30 of the aircraft 10 may be able to input control commands corresponding to the second type of control, but the control commands may not trigger the second type of control. For example, the control terminal 30 of the aircraft 10 may be able to send control signals to the aircraft.

[0059] For example, the first type of control may include control of functional components of the aircraft 10 (such as a gimbal, gimbal mounts, sensors, workloads, etc.). For instance, the first type of control may include controlling the aircraft 10 to rotate around a preset axis while hovering to adjust its attitude. This preset axis may include at least one of a yaw axis, a pitch axis, and a roll axis. For example, during loading and unloading, the load may sway due to airflow, wind, or other external disturbances. By adjusting the aircraft's attitude in the above manner, these disturbances can be effectively reduced, ensuring the load remains stable and reducing the danger caused by swaying or instability. As another example, the first type of control may include adjusting the gimbal attitude to adjust the shooting attitude of the camera mounted on the gimbal. Yet another example, the first type of control may include controlling the camera mounted on the gimbal to start or stop image acquisition. Since controlling the functional components typically does not change the position of the aircraft 10, controlling the functional components as the first type of control that the aircraft 10 can respond to can provide more control flexibility and freedom for the aircraft without affecting the integrity of load loading and unloading and the safety of the loading and unloading personnel B, which is beneficial to meeting the operational needs of various application scenarios.

[0060] For example, the second type of control may include controlling changes in the positioning position of the aircraft 10. Further, the second type of control may include controlling changes in the positioning position of the aircraft 10 beyond a preset change threshold. By limiting changes in the positioning position of the aircraft 10 using the second type of control, the aircraft 10 can be kept in a relatively fixed position during load loading and unloading, reducing the risk that the aircraft 10 might fly away from the load loading / unloading position before the load loading / unloading is completed, thus affecting the integrity of the load loading / unloading process and endangering the personal safety of the loading / unloading personnel B.

[0061] Furthermore, once the control authority of the aircraft 10 is restored, the aircraft 10 can respond again to the second type of control by the control terminal 30 of the aircraft 10, thereby facilitating the control of the aircraft 10 to return to its home location or fly to another location.

[0062] In some embodiments, restricting the control authority of the control terminal 30 over the aircraft 10 includes controlling the aircraft 10 to enter a motion-restricted state. Here, the motion-restricted state refers to a state that limits the motion capability or range of motion of the aircraft 10. For example, the motion-restricted state may indicate that the aircraft 10's position does not change, or that the change in the aircraft 10's position does not exceed a preset change threshold, or that the aircraft 10's position does not exceed a pre-defined physical boundary. As another example, the motion-restricted state may indicate that the aircraft 10's position changes only under specific conditions (such as detecting that the aircraft 10 is in an abnormal state). As yet another example, the motion-restricted state may indicate that the rate of change of the aircraft 10's position does not exceed a preset rate of change threshold.

[0063] In some embodiments, before restricting the control terminal 30's control authority over the aircraft 10, the loading / unloading personnel B may be authenticated. If the aircraft 10 is in a load loading / unloading state and the authentication of the loading / unloading personnel B is successful, then the control terminal 30's control authority over the aircraft 10 is restricted. By verifying the identity of the loading / unloading personnel B, the restriction of the control terminal 30's control authority over the aircraft 10 by personnel without operating authority can be reduced, thereby improving the security of the control process and avoiding accidental operation by unauthorized personnel. In addition, the authentication result and the change result of the control terminal 30's control authority over the aircraft 10 can be associated and stored in the log for easy post-event auditing and analysis, ensuring that all steps are reliably recorded.

[0064] In some embodiments, before restricting the control terminal 30's control authority over the aircraft 10, the status parameters of the aircraft 10 can be acquired first. If the aircraft 10 is in a load loading / unloading state and the status parameters of the aircraft 10 meet preset parameter conditions, then the control terminal 30's control authority over the aircraft 10 is restricted. The status parameters of the aircraft 10 can reflect whether the aircraft 10 is in a safe operating state. By determining whether the status parameters of the aircraft 10 meet preset parameter conditions, the safety risks caused by the aircraft 10's unstable state or improper operation can be reduced. The status parameters of the aircraft 10 include, but are not limited to, the aircraft 10's speed, acceleration, positioning, altitude, and / or attitude.

[0065] Taking altitude as an example, the state parameters of aircraft 10 satisfying preset parameter conditions can include the relative altitude of aircraft 10 from the load loading / unloading position P2 being within a preset altitude range. The preset altitude range can be a range of altitudes convenient for load loading / unloading, and the specific value can be set according to the needs of load loading / unloading. When the relative altitude of aircraft 10 from the load loading / unloading position P2 is within the preset altitude range, it means that aircraft 10 is in an optimal position for load loading / unloading, facilitating loading / unloading operations by personnel, thereby shortening loading / unloading time and improving loading / unloading efficiency.

[0066] By restricting the control authority of the control terminal 30 over the aircraft 10, it is easier for the loading and unloading personnel B to load and unload the load. After the load loading and unloading is completed, the aircraft 10 can exit the load loading and unloading state. After exiting the load loading and unloading state, the control authority of the control terminal 30 over the aircraft 10 can be restored, so that the aircraft 10 can respond to the motion control commands input by the operator A from the control terminal 30, such as commands to control the aircraft 10 to move away from the load loading and unloading position P2 (e.g., to control the aircraft 10 to return to position P1, or to control the aircraft 10 to go to other designated locations, or to control the aircraft 10 to fly along a preset path).

[0067] In some embodiments, restoring the control terminal 30 of the aircraft 10 to control the aircraft 10 may include lifting the motion restrictions on the aircraft 10. For example, if the motion restriction state indicates that the location of the aircraft 10 does not change or that the change in the location of the aircraft 10 does not exceed a preset change threshold, then after lifting the motion restrictions on the aircraft 10, the location of the aircraft 10 may change, or the change in the location of the aircraft 10 may exceed the preset change threshold.

[0068] Before restoring control of the aircraft 10 by the control terminal 30, the identity of the loading / unloading personnel B can be verified. In response to the aircraft 10 being in a load loading / unloading state and the identity verification of the loading / unloading personnel B being successful, the control terminal 30 can restore control of the aircraft 10. The specific method for verifying the identity of the loading / unloading personnel B can be found in the aforementioned embodiments and will not be repeated here. By verifying the identity of the loading / unloading personnel B, the risk of unauthorized personnel restoring control of the control terminal 30 over the aircraft 10 can be reduced, thereby improving the security of the control process.

[0069] The aforementioned response to the aircraft 10 being in a load loading / unloading state, restricting the control authority of the control terminal 30 over the aircraft 10, can be either immediately or after a first preset time period. Immediately restricting the control terminal 30's control authority reduces the risk of endangering the personal safety of loading / unloading personnel B due to improper operation of the control terminal 30, thereby improving safety during the loading / unloading process. Restricting the control terminal 30's control authority after a first preset time period allows sufficient reaction time for the operator A, enabling A to complete appropriate operations before restricting control authority.

[0070] The aforementioned response to the aircraft 10 exiting the load loading / unloading state and restoring control authority of the aircraft 10's control terminal 30 over the aircraft 10 can be either an immediate restoration of control authority or a restoration of control authority after a second preset time period. Immediate restoration of control authority improves the control efficiency of the control terminal 30. Restoring control authority after the second preset time period allows sufficient reaction time / escape time for the loading / unloading personnel B, enabling them to move to a safe location before the aircraft 10 is controlled to leave the load loading / unloading position P2.

[0071] The first and second preset durations can be set according to actual needs. For example, the first and / or second preset durations can be greater than 0 seconds and less than or equal to 5 seconds.

[0072] In addition to responding to the exit of the payload loading / unloading state of the aircraft 10 and restoring the control terminal 30's control authority over the aircraft 10, it can also forcibly restore the control terminal 30's control authority over the aircraft 10. During flight, the aircraft 10 may encounter various unforeseen emergencies. Forcibly restoring the control terminal 30's control authority over the aircraft 10 helps to cope with various emergencies, improves emergency response capabilities, and ensures the safety of the aircraft 10.

[0073] In some embodiments, when the control terminal 30 of the aircraft 10 has restricted control over the aircraft 10, the control terminal 30 can be forcibly restored to control over the aircraft 10 in response to a forced release condition. An example of a forced release condition is given below.

[0074] Optionally, the forced release condition includes detecting that the mounting mechanism 20 is in an abnormal state. For example, an abnormal state of the mounting mechanism 20 may prevent the normal generation of the first control signal and / or the second control signal, thereby preventing the normal restoration of control authority. Therefore, when an abnormal state of the mounting mechanism 20 is detected, it is necessary to forcibly restore the control authority of the aircraft's control terminal 30 over the aircraft 10, so that the aircraft's control terminal 30 can effectively deal with the above-mentioned abnormal situation. For example, an abnormal state of the mounting mechanism 20 includes one or more of the following situations: communication abnormality between the mounting mechanism 20 and the aircraft 10, for example, the first communication component on the mounting mechanism 20 and the second communication component on the aircraft cannot communicate normally, resulting in the inability to transmit the trigger signal of the operation control; insufficient power of the mounting mechanism 20; the inability of the retaining member 202 of the mounting mechanism 20 to close in a controlled manner, resulting in the mounting mechanism 20 being unable to lock, etc.

[0075] Optionally, the forced release condition includes the duration during which the aircraft 10 is in the load loading / unloading state exceeding a third preset duration. Optionally, the third preset duration can be greater than or equal to 20 minutes and less than or equal to 30 minutes. In the example where the state of the aircraft 10 is determined in response to a control signal input by the loading / unloading personnel B, it is possible that the loading / unloading personnel B forgets to input the control signal, resulting in the aircraft 10 remaining in a certain state for an extended period. By forcibly restoring the control terminal 30's control authority over the aircraft 10 when the duration of the aircraft 10 in the load loading / unloading state exceeds the third preset duration, it is possible to prevent the aircraft 10 from remaining in the load loading / unloading state for an extended period, thus avoiding impacts on load loading / unloading and transportation efficiency.

[0076] Optionally, the forced release condition includes the absence of the loading / unloading personnel B in the image captured by the aircraft 10. During load loading and unloading, both the aircraft 10 and the loading / unloading personnel B are in the load loading / unloading position P2. Therefore, the loading / unloading personnel B can usually be detected in the image captured by the aircraft 10. Thus, if the loading / unloading personnel B is not detected in the image captured by the aircraft 10, it can be presumed that the loading / unloading process has ended and the loading / unloading personnel B has left the load loading / unloading position P2. This allows the control terminal 30 to forcibly restore its control authority over the aircraft 10, facilitating the control terminal 30 to control the aircraft 10 to leave the load loading / unloading position P2.

[0077] Furthermore, when the loading / unloading personnel B is obscured, B cannot be detected in the image captured by aircraft 10. The obstruction is usually temporary. To reduce false alarms caused by obstruction, the mandatory deactivation condition includes the duration for which the loading / unloading personnel are not detected in the image captured by aircraft 10 exceeding a fourth preset duration. The fourth preset duration can be set according to actual needs; for example, it can be set to greater than or equal to 5 minutes and less than or equal to 10 minutes.

[0078] In practical applications, the conditions for mandatory release may include at least two of the above conditions, and / or other conditions besides those mentioned above, which will not be listed in this application.

[0079] In some embodiments, the aircraft 10 includes multiple operating modes, including at least a first operating mode and a second operating mode. Referring to Figure 4, in the first operating mode, in response to the aircraft 10 being in a load loading / unloading state, the control authority of the aircraft 10's control terminal 30 over the aircraft 10 is restricted; in response to the aircraft 10 exiting the load loading / unloading state, the control authority of the aircraft 10's control terminal 30 over the aircraft 10 is restored. In the second operating mode, the control authority of the aircraft 10's control terminal 30 over the aircraft 10 remains unchanged whether the aircraft 10 is in the load loading / unloading state or exiting the load loading / unloading state. In the first operating mode, the aircraft 10's control terminal 30 has different control authority over the aircraft 10 when the aircraft 10 is in the load loading / unloading state and when it is exiting the load loading / unloading state. This helps ensure the integrity of the aircraft's loading / unloading tasks and also helps protect the personal safety of the loading / unloading personnel. In the second operating mode, when the aircraft 10 is in the load loading / unloading state and when it is out of the load loading / unloading state, the control terminal 30 of the aircraft 10 has the same control authority over the aircraft 10. This helps to maintain the continuity of the control process of the control terminal 30 over the aircraft 10.

[0080] In some embodiments, in the second operating mode, the control terminal 30 of the aircraft 10 has greater control authority over the aircraft 10 than in the first operating mode when the aircraft 10 is in a load loading / unloading state. This control authority may include, but is not limited to, the authority to adjust the motion parameters and / or movement range of the aircraft 10. For example, when the control authority includes the authority to adjust the motion parameters of the aircraft 10, in the second operating mode, the adjustment range of the motion parameters by the control terminal 30 may be greater than the adjustment range of the motion parameters by the control terminal 30 in the first operating mode when the aircraft 10 is in a load loading / unloading state. As another example, when the control authority includes the authority to adjust the movement range of the aircraft 10, in the second operating mode, the adjustment amount of the movement range of the aircraft 10 by the control terminal 30 may be greater than the adjustment amount of the movement range of the aircraft 10 by the control terminal 30 in the first operating mode when the aircraft 10 is in a load loading / unloading state.

[0081] In practical applications, the operating mode of the aircraft 10 can be switched in response to a mode switching command. By switching operating modes, it can be adapted to the actual needs of different application scenarios. For example, when prioritizing loading and unloading safety, the first operating mode can be selected; and when prioritizing the continuity of operation for operator A, the second operating mode can be selected.

[0082] In some embodiments, one of the first operating mode and the second operating mode is the default operating mode (i.e., the default operating mode). After the aircraft 10 is started, the aircraft 10 can be in the aforementioned default operating mode. In response to a mode switching command, the current operating mode of the aircraft 10 can be switched from the default operating mode to another operating mode. When the aircraft 10 is in any operating mode, in response to a restart operation of the aircraft 10, the operating mode of the aircraft 10 can be switched back to the default operating mode. Furthermore, in response to receiving a setting command for the default operating mode, one of the first operating mode and the second operating mode can be set as the default operating mode.

[0083] In some embodiments, the control terminal 30 includes a user interface on which relevant information can be displayed. This relevant information includes, but is not limited to, information about the aircraft 10, information about the mounting mechanism 20, and / or information about the control terminal 30.

[0084] Optionally, the relevant information is used to indicate whether the control terminal 30's control authority over the aircraft 10 is restricted. For example, when the aircraft 10 is in a load loading / unloading state, relevant information indicating that the control terminal 30's control authority is restricted can be displayed on the control terminal 30. Furthermore, the relevant information may also include information indicating the type of restricted control authority.

[0085] Optionally, the relevant information is used to indicate the status of the mounting mechanism 20. The status of the mounting mechanism 20 includes its unlocked and locked states, the communication connection status between the mounting mechanism 20 and the aircraft 10, and / or its remaining power status (such as remaining battery power).

[0086] As a specific application scenario, the implementation of this application is illustrated below through a specific embodiment. In this embodiment, the aircraft 10 is an unmanned aerial vehicle (UAV), the mounting mechanism 20 is a controlled, automatically opening and closing hook, the control terminal 30 is a remote controller, and the payload is cargo. The UAV is equipped with a hook, which has physical buttons that can control the opening and closing of the hook and enable two-way communication with the UAV.

[0087] When the drone is in the cargo loading / unloading state, the loading / unloading personnel open the hook by pressing the physical button on the hook. At this time, the drone will be locked in a hovering state, and the operator will receive a prompt on the remote control user interface. The drone cannot be controlled to lift unless the lock is forcibly released.

[0088] After the loading and unloading personnel complete the loading and unloading of the goods and confirm that the drone can be lifted, they press the physical button on the hook to close the hook. At this time, the operator will receive a prompt on the user interface of the remote control that the drone has been unlocked and can be lifted.

[0089] In the above embodiments, the timing of the unmanned aerial vehicle hoisting operation is controlled by the loading and unloading personnel, which effectively protects the personal safety of the loading and unloading personnel.

[0090] Referring to Figure 5, this application embodiment also provides a control method for an aircraft, wherein the aircraft is equipped with a mounting mechanism, and the mounting mechanism is provided with one or more operating controls, the method comprising:

[0091] Step S21: In response to receiving a first control signal input from one or more operation controls, the aircraft 10 is controlled to enter a motion-limited state; the first control signal is also used to unlock the mounting mechanism 20 to facilitate loading and unloading of payloads; and

[0092] Step S22: In response to receiving a second control signal input by one or more operation controls, the motion restriction on the aircraft 10 is released; the second control signal is also used to lock the mounting mechanism 20 after the load loading and unloading is completed.

[0093] In this embodiment, the first control signal can be input through a single operation control. For example, the operation control can be a single button, and the first control signal can be sent by pressing that button. Alternatively, the first control signal can be input through multiple operation controls. For example, the operation controls can include multiple buttons, and the first control signal can be input by pressing multiple buttons sequentially. The input method of the second control signal is similar to that of the first control signal, and will not be described again here.

[0094] In some embodiments, one or more operating controls include an operating control for switching the state of the mounting mechanism 20 to a locked state or an unlocked state (hereinafter referred to as operating control 1), and an operating control for generating a control signal (hereinafter referred to as operating control 2). In step S21, the loading / unloading personnel B may first operate operating control 1 to switch the mounting mechanism 20 to an unlocked state, and then operate operating control 2 to generate a first control signal. In step S22, the loading / unloading personnel B may first operate operating control 1 to switch the mounting mechanism 20 to a locked state, and then operate operating control 2 to generate a second control signal.

[0095] Other implementation details of this embodiment are detailed in the foregoing embodiments and will not be repeated here.

[0096] Referring to Figure 6, this application also protects a control method for an aircraft, the aircraft being equipped with a mounting mechanism for loading and unloading loads, the mounting mechanism being provided with one or more operating controls, the method comprising:

[0097] Step S31: In response to a first control signal input by the loading / unloading personnel using one or more operating controls, restrict the control terminal's control authority over the aircraft; and

[0098] Step S32: In response to the second control signal input by the loading and unloading personnel using the one or more operation controls, restore the control terminal of the aircraft to control the aircraft.

[0099] For detailed implementation of this embodiment, please refer to the foregoing embodiments, which will not be repeated here.

[0100] Referring to Figure 7, this application also protects a control method for an aircraft, the aircraft being equipped with a mounting mechanism for loading and unloading loads, the method comprising:

[0101] Step S41: In response to the first operation on the mounting mechanism, control the aircraft to enter a motion-limited state; and

[0102] Step S42: In response to the second operation on the mounting mechanism, release the motion restriction on the aircraft;

[0103] The first operation is used to unlock the mounting mechanism to facilitate loading and unloading of goods, and the second operation is used to lock the mounting mechanism after loading and unloading of goods is completed.

[0104] The first operation and the second operation are operations performed at different times. For example, the operation types of the first operation and the second operation can be the same, such as both being implemented through physical pressing operations; the operation types of the first operation and the second operation can also be different, such as one being a long press and the other being a short press.

[0105] For detailed implementation of this embodiment, please refer to the foregoing embodiments, which will not be repeated here.

[0106] This application also provides a control system, which includes a memory and a processor; the memory is used to store a computer program; the processor is used to execute the computer program and, when executing the computer program, implement the method described in any of the foregoing embodiments.

[0107] In some embodiments, the processor is located on the aircraft 10 and on the control terminal 30 of the aircraft 10. Alternatively, the processor is partially located on the aircraft 10 and partially located on the control terminal 30 of the aircraft 10.

[0108] This application also provides an aircraft 10, including a memory for storing a computer program; and a processor for executing the computer program and, when executing the computer program, implementing the method described in any of the foregoing embodiments.

[0109] This application embodiment also provides a mounting mechanism 20, including a suspension member 201 and a holding member 202. One end of the suspension member 201 is used to connect to the aircraft 10, and the other end is connected to the holding member 202, which is used to lift the load.

[0110] This application also provides a combined system, including at least two of the following: an aircraft 10, a mounting mechanism 20, and a control terminal 30 for the aircraft 10.

[0111] This application also provides a control terminal 30, including a memory for storing a computer program; and a processor for executing the computer program and, when executing the computer program, implementing the method described in any of the foregoing embodiments.

[0112] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the methods described in any of the foregoing embodiments.

[0113] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0114] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that the embodiments of this application can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions of the embodiments of this application, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0115] The functions of the elements disclosed in this application can be implemented by circuits or processing circuits, including general-purpose processors, application-specific processors, integrated circuits, ASICs (“Application-Specific Integrated Circuits”), conventional circuits, and / or combinations thereof, which are configured or programmed to perform the disclosed functions. Processors are considered processing circuits or circuits because they include transistors and other circuitry. In this disclosure, a circuit, unit, or device is hardware that performs or is programmed to perform the functions described herein. The hardware can be any hardware disclosed herein or other known hardware that is programmed or configured to perform the functions. When the hardware is a processor that can be considered a circuit type, the circuit, device, or unit is a combination of hardware and software used to configure the hardware and / or processor.

[0116] Similar or identical parts between the various embodiments in this application can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and relevant parts can be referred to the description of the method embodiments. The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate. When implementing the embodiments of this application, the functions of each module can be implemented in one or more software and / or hardware. Alternatively, some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0117] The above description is only a specific implementation of the embodiments of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the embodiments of this application, and these improvements and modifications should also be considered as the protection scope of the embodiments of this application.

Claims

1. A control method for an aircraft, characterized in that, The aircraft is equipped with a mounting mechanism for loading and unloading payloads, and the method includes: In response to the aircraft being in a load loading / unloading state, the control terminal of the aircraft is restricted from controlling the aircraft; and In response to the aircraft exiting the load loading / unloading state, the control terminal of the aircraft regains control over the aircraft. The aircraft is located in the air.

2. A control method for an aircraft, characterized in that, The aircraft is equipped with a mounting mechanism, and the mounting mechanism is provided with one or more operating controls. The method includes: In response to receiving a first control signal input from the one or more operation controls, the aircraft is controlled to enter a motion-limited state; and In response to receiving a second control signal input from the one or more operation controls, the motion restriction on the aircraft is lifted; The first control signal is also used to unlock the mounting mechanism to facilitate loading and unloading of the load, and the second control signal is also used to lock the mounting mechanism after the load loading and unloading is completed.

3. The method according to claim 1, characterized in that, The restriction on the control terminal's control authority over the aircraft includes: The control terminal of the aircraft is restricted to control the aircraft so that the aircraft is located within a preset range of the load loading and unloading position.

4. The method according to claim 3, characterized in that, The distance between the control terminal of the aircraft and the aircraft is greater than the distance between the load loading / unloading position and the aircraft.

5. The method according to claim 3, characterized in that, The restriction of the control terminal's control authority over the aircraft to ensure that the aircraft is within a preset range of the load loading / unloading position includes: The aircraft is controlled to hover at a preset positioning position so that the aircraft is within a preset range of the load loading and unloading position, wherein the preset positioning position is within the preset range of the load loading and unloading position.

6. The method according to claim 3, characterized in that, The restriction of the control terminal's control authority over the aircraft to ensure that the aircraft is within a preset range of the load loading / unloading position includes: The motion parameters of the aircraft are restricted to keep the aircraft within a preset range of the load loading and unloading position.

7. The method according to claim 6, characterized in that, The motion parameters include one or more of the following: speed, acceleration, and relative position to the loading / unloading position of the load.

8. The method according to claim 3, characterized in that, The mounting mechanism includes a suspension component and a holding component. One end of the suspension component is connected to the aircraft and the other end is connected to the holding component. The holding component is used to hold the load, and the load loading / unloading position is characterized by the position of the holding component.

9. The method according to claim 3, characterized in that, Loading and unloading personnel use the mounting mechanism to load and unload loads, and the loading and unloading position of the load is characterized by the position of the loading and unloading personnel.

10. The method according to claim 1, characterized in that, The restriction on the control terminal's control authority over the aircraft includes: The control terminal of the aircraft responds to the control of the aircraft in a limited manner; or Suspend the control terminal's control authority over the aircraft.

11. The method according to claim 10, characterized in that, The limited response to the control terminal of the aircraft to control the aircraft includes: It responds to the first type of control of the aircraft by the control terminal, but does not respond to the second type of control of the aircraft by the control terminal.

12. The method according to claim 11, characterized in that, The first type of control includes: control of functional components of the aircraft, wherein the functional components include one or more of the following: gimbal, gimbal mount, sensors, and workload.

13. The method according to claim 11, characterized in that, The first type of control includes: controlling the aircraft to rotate around a preset axis of the aircraft while maintaining a hovering state to adjust its attitude, the preset axis including at least one of a yaw axis, a pitch axis and a roll axis.

14. The method according to claim 11, characterized in that, The second type of control includes controlling changes in the positioning position of the aircraft.

15. The method according to claim 14, characterized in that, The second type of control includes controlling the change in the aircraft's positioning position to exceed a preset change threshold.

16. The method according to claim 11, characterized in that, Once the control authority of the aircraft is restored, the aircraft is able to respond to the second type of control exerted by the aircraft's control terminal.

17. The method according to claim 1, characterized in that, The restriction on the control terminal's control authority over the aircraft includes: controlling the aircraft to enter a motion-limited state; and Restoring the control terminal's control authority over the aircraft includes: removing the motion restrictions on the aircraft.

18. The method according to claim 17, characterized in that, The state of motion restriction indicates that the aircraft's position remains unchanged.

19. The method according to claim 17, characterized in that, The motion restriction state indicates that the change in the aircraft's position does not exceed a preset change threshold.

20. The method according to claim 1, characterized in that, After the aircraft exits the load loading / unloading state, the aircraft is able to respond to motion control commands input by the operator from the aircraft's control terminal.

21. The method according to claim 20, characterized in that, The motion control commands input by the operator include commands to control the aircraft away from the load loading / unloading position.

22. The method according to claim 1, characterized in that, The response to the aircraft being in a load loading / unloading state, restricting the control terminal's control authority over the aircraft, includes: In response to the aircraft being in the load loading / unloading state, immediately restrict the control terminal of the aircraft's control authority over the aircraft, or wait for a first preset time period before restricting the control terminal of the aircraft's control authority over the aircraft; and / or The step of restoring the control terminal's control authority over the aircraft in response to the aircraft exiting the load loading / unloading state includes: In response to the aircraft exiting the load loading / unloading state, the control terminal of the aircraft shall immediately restore its control authority over the aircraft, or wait for a second preset time period before restoring its control authority over the aircraft.

23. The method according to claim 22, characterized in that, The first preset duration and / or the second preset duration are greater than 0s and less than or equal to 5s.

24. The method according to claim 1, characterized in that, The method further includes: In response to receiving the first control signal, it is determined that the aircraft is in the load loading / unloading state; and In response to receiving the second control signal, it is determined that the aircraft has exited the payload loading and unloading state.

25. The method according to claim 24, characterized in that, The first control signal and / or the second control signal are generated based on the input of the loading and unloading personnel.

26. The method according to claim 24, characterized in that, The first control signal and / or the second control signal are generated based on the state of the mounting mechanism.

27. The method according to claim 26, characterized in that, If the mounting mechanism is in the unlocked state, the first control signal is generated.

28. The method according to claim 27, characterized in that, The mounting mechanism includes a suspension component and a holding component. One end of the suspension component is connected to the aircraft, and the other end is connected to the holding component. The unlocked state indicates that the holding component is open.

29. The method according to claim 26, characterized in that, If the mounting mechanism is in a locked state, the second control signal is generated.

30. The method according to claim 28, characterized in that, The mounting mechanism includes a suspension component and a holding component. One end of the suspension component is connected to the aircraft, and the other end is connected to the holding component. The unlocked state indicates that the holding component is in a closed state.

31. The method according to claim 26, characterized in that, The state of the mounting mechanism is obtained based on the detection information from the state sensors on the mounting mechanism.

32. The method according to claim 31, characterized in that, The mounting mechanism includes a suspension component and a holding component. One end of the suspension component is connected to the aircraft and the other end is connected to the holding component. The status sensor is used to detect the open / closed state of the holding component.

33. The method according to claim 24, characterized in that, The first control signal and / or the second control signal are generated based on the triggering of the operating controls on the mounting mechanism by the loading and unloading personnel.

34. The method according to claim 33, characterized in that, The first control signal is also used to unlock the mounting mechanism to facilitate loading and unloading.

35. The method according to claim 33, characterized in that, The second control signal is also used to lock the mounting mechanism after the load is loaded or unloaded.

36. The method according to claim 33, characterized in that, The operation controls are physical controls.

37. The method according to claim 36, characterized in that, The physical controls include any of the following: buttons, dials, and joysticks.

38. The method according to claim 33, characterized in that, The mounting mechanism includes a suspension component and a holding component. One end of the suspension component is connected to the aircraft, and the other end is connected to the holding component. The operation controls are located on the holding component.

39. The method according to claim 33, characterized in that, The first control signal and the second control signal are input from the same operation control.

40. The method according to claim 33, characterized in that, The first control signal is input by the first operation control, and the second control signal is input by a second operation control that is different from the first operation control.

41. The method according to claim 24, characterized in that, The mounting mechanism is equipped with a first communication component, and the aircraft is equipped with a second communication unit. The first communication component and the second communication component are communicatively connected to transmit a first control signal and / or a second control signal, or to transmit control commands generated based on the first control signal and / or the second control signal.

42. The method according to claim 41, characterized in that, The first communication component and the second communication component communicate wirelessly.

43. The method according to claim 41, characterized in that, The first communication component and the second communication component use near-field communication.

44. The method according to claim 1, characterized in that, The response to the aircraft being in a load loading / unloading state, restricting the control terminal's control authority over the aircraft, includes: In response to the aircraft being in the load loading / unloading state and the identity verification of the loading / unloading personnel being passed, the control terminal of the aircraft is restricted from controlling the aircraft.

45. The method according to claim 1, characterized in that, The response to the aircraft being in a load loading / unloading state, restricting the control terminal's control authority over the aircraft, includes: In response to the aircraft being in the load loading / unloading state and the aircraft's state parameters meeting preset parameter conditions, the control terminal's control authority over the aircraft is restricted.

46. ​​The method according to claim 45, characterized in that, The conditions under which the state parameters of the aircraft meet the preset parameters include: the relative height of the aircraft from the load loading / unloading position is within the preset height range.

47. The method according to claim 1, characterized in that, The step of restoring the control terminal's control authority over the aircraft in response to the aircraft exiting the load loading / unloading state includes: In response to the aircraft being in the load loading / unloading state and the identity verification of the loading / unloading personnel being passed, the control terminal of the aircraft regains control over the aircraft.

48. The method according to claim 1, characterized in that, The method further includes: When the control terminal of the aircraft is restricted from controlling the aircraft, in response to the forced release condition, the control terminal of the aircraft is forcibly restored to control the aircraft.

49. The method according to claim 48, characterized in that, The forced release condition includes detecting that the mounting mechanism is in an abnormal state.

50. The method according to claim 49, characterized in that, The mounting mechanism being in an abnormal state includes one or more of the following situations: The communication between the mounting mechanism and the aircraft is abnormal; The mounting mechanism has insufficient power; The retaining element of the mounting mechanism cannot be closed in a controlled manner.

51. The method according to claim 48, characterized in that, The forced release condition includes the duration during which the aircraft is in the load loading / unloading state being greater than a third preset duration.

52. The method according to claim 51, characterized in that, The third preset duration is greater than or equal to 20 minutes and less than or equal to 30 minutes.

53. The method according to claim 48, characterized in that, The mandatory release condition includes the absence of loading / unloading personnel detected in the footage captured by the aircraft.

54. The method according to claim 53, characterized in that, The mandatory release condition includes the duration during which no loading / unloading personnel are detected in the aircraft's footage for more than a fourth preset duration.

55. The method according to claim 54, characterized in that, The fourth preset duration is greater than or equal to 5 minutes and less than or equal to 10 minutes.

56. The method according to claim 1, characterized in that, The aircraft includes multiple operating modes, including a first operating mode and a second operating mode, wherein: In the first working mode, in response to the aircraft being in the load loading and unloading state, the control terminal of the aircraft is restricted from controlling the aircraft; in response to the aircraft exiting the load loading and unloading state, the control terminal of the aircraft is restored from controlling the aircraft. In the second operating mode, whether the aircraft is in the load loading / unloading state or out of the load loading / unloading state, the control terminal of the aircraft maintains its control authority over the aircraft.

57. The method according to claim 56, characterized in that, In the second operating mode, the control terminal of the aircraft has greater control authority over the aircraft than it does in the first operating mode when the aircraft is in the load loading / unloading state.

58. The method according to claim 56, characterized in that, The method further includes: In response to a mode switching command, the operating mode is switched.

59. The method according to claim 58, characterized in that, One of the first working mode and the second working mode is the default working mode.

60. The method according to claim 58, characterized in that, In response to the restart operation of the aircraft, the operating mode of the aircraft is switched to the default operating mode.

61. The method according to claim 1, characterized in that, The method further includes: Relevant information is displayed on the user interface of the aircraft's control terminal.

62. The method according to claim 61, characterized in that, The relevant information is used to indicate whether the control terminal of the aircraft has restricted control authority over the aircraft.

63. The method according to claim 61, characterized in that, The relevant information is used to indicate the status of the mounting mechanism.

64. The method according to claim 63, characterized in that, The status of the mounting mechanism includes the unlocked status and the locked status of the mounting mechanism.

65. The method according to claim 1, characterized in that, The load loading and unloading status includes the load loading status and / or the load unloading status.

66. The method according to claim 65, characterized in that, The load includes transported goods.

67. The method according to claim 1, characterized in that, The control terminal of the aircraft is operated by the operator, and the mounting mechanism is operated by the loading and unloading personnel.

68. The method according to claim 67, characterized in that, The operators and the loading and unloading personnel are different people.

69. The method according to claim 67, characterized in that, The distance between the operator and the loading / unloading personnel exceeds the preset distance range.

70. The method according to claim 1, characterized in that, The mounting mechanism includes a suspension component and a holding component. One end of the suspension component is connected to the aircraft, and the other end is connected to the holding component. The holding component is used to lift the load.

71. The method according to claim 70, characterized in that, The length of the suspension component is adjustable.

72. The method according to claim 70, characterized in that, The retaining element includes any one of the following: hook, gripper, magnetic element.

73. The method according to claim 1, characterized in that, The mounting mechanism is installed at a predetermined position on the aircraft.

74. The method according to claim 73, characterized in that, The preset location includes the area below the fuselage of the aircraft.

75. The method according to claim 1, characterized in that, The aircraft include unmanned aerial vehicles.

76. The method according to claim 1, characterized in that, The control terminal of the aircraft includes the aircraft's remote control equipment.

77. A control system, characterized in that, include: It includes a memory and a processor; the memory is used to store computer programs; The processor is configured to execute the computer program and, in executing the computer program, implement the method of any one of claims 1 to 76.

78. The control system according to claim 77, characterized in that, The processor is located in the aircraft; The processor is located in the control terminal of the aircraft; or The processor is located partly in the aircraft and partly in the aircraft's control terminal.

79. An aircraft, characterized in that, include: Memory, used to store computer programs; as well as A processor for executing the computer program and, in executing the computer program, implementing the method of any one of claims 1 to 76.

80. A control terminal for an aircraft, characterized in that, include: Memory, used to store computer programs; as well as A processor for executing the computer program and, in executing the computer program, implementing the method of any one of claims 1 to 76.

81. A mounting mechanism, characterized in that, include: Suspension components and retaining components; One end of the suspension member is used to connect to the aircraft of claim 79, and the other end is connected to the holding member, which is used to lift the load.

82. A combined system, characterized in that, include: At least two of the aircraft of claim 79, the mounting mechanism of claim 81, and the control terminal of the aircraft of claim 80.

83. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored computer program, wherein the computer program, when executed by a processor, controls the device on which the storage medium is located to perform the method of any one of claims 1 to 76.

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