WO2024146452A1 - Differential target precise docking and recycling system - Google Patents

Abstract

A differential target precise docking and recycling system, comprising: a guiding and braking subsystem (3); a high-dynamic precise docking subsystem (2); an impact load isolation means, used for releasing a target in a docking and braking process or optimizing the stress of the high-dynamic precise docking subsystem, and transferring or transmitting, to the guiding and braking subsystem, a load brought by the target to a docking and recycling system; and a sensing control system (5). The docking and recycling system has a high-precise high-dynamic docking capability, so that only a very small docking component is needed to be used as a docking portion, thereby avoiding large-size and large-tolerance tolerance systems frequently appearing in the prior art. Due to the separation design of docking and cushioning, the volume of a high-precision high-value mechanical arm is reduced to be very low, and a subsequent cushioning component is often mainly pulled, so that the stress of the interior of each portion of the system is relatively rational, and each component structure can be designed to be light.

Description

A differential target precision docking and recovery system

Cross-references to related applications

This application claims priority to Chinese application No. 2023100002260, filed on January 2, 2023, entitled “A Differential Target Precision Docking and Recovery System”, and all the contents of this application are hereby incorporated by reference.

Technical Field

The invention belongs to the technical field of aircraft recovery, and in particular relates to a differential target precision docking and recovery system.

Background technique

Fixed-wing aircraft can be designed to have advantages such as high speed, long flight time, and large load capacity according to specific mission objectives, and therefore have a wide range of applications. However, fixed-wing aircraft need to reach and maintain a certain speed as a take-off and landing condition, and it is difficult to complete landing in uneven terrain such as the wild, mountains, and cities. This problem seriously limits the application of fixed-wing aircraft. In order to enable fixed-wing aircraft to land smoothly in complex surface environments, scientific research and technology in this field naturally seek assisted landing and recovery methods to enable fixed-wing aircraft to land and recover in the above scenarios.

At present, the methods for fixed-wing assisted platform landing mainly include: net recovery, wire recovery, and a combination of the above methods.

Patent CN112373711A uses a typical net-collision recovery method. Since the surface base of the recovery net is relatively large, the tolerance of the system is also large, thus having a higher recovery success rate. However, the disadvantages of net-collision recovery are also very obvious. The recovery net often occupies a large space, and in order to maintain the basic strength requirements of the system, the system structure will also be heavier, so the portability of the system is poor. In addition, since the aircraft randomly stays in a large space after hitting the net, it is not conducive to the subsequent automated storage operation. In actual use, this step is often completed by manual operation. Patent CN114715424A uses a large hanging mechanism to hang the recovery net in the air, optimizing the use of space. But the cost is that the volume and weight of the system are very large. Patents CN112340045A, CN105438494A, CN102040004A, CN106494631A, etc. all belong to this method.

Wire hit recovery can be divided into two categories: the first is when the wing hits the wire and the wingtip is hooked and locked; the other is when the belly/tail of the aircraft is hooked and locked.

Invention CN110282146A is a typical method of belly hook collision wire recovery. The advantages of this method are similar to those of net collision recovery, and it also has a large recovery tolerance, thus having better recovery reliability. Compared with net collision recovery, it provides tolerances in two dimensions. The recovery line of the collision wire recovery only provides a large tolerance in one dimension, and the matching of the other degree of freedom requires the aircraft's own control capability to achieve. Due to the low accuracy of the aircraft's own control, this recovery method is theoretically slightly less reliable than the net collision recovery. Since the weight of the recovery line is often smaller than the recovery net, its overall weight is generally slightly smaller than the net collision recovery system. However, due to the large overall size, in order to ensure the basic strength of the system, the collision wire recovery system is also very large in size and weight. Invention CN111348212A uses an active motion recovery line to achieve collision wire recovery, which has a certain improvement in effect compared to the previous collision wire recovery. However, it is still difficult to get rid of the shortcomings of the large size and weight of the collision wire recovery system. Invention CN107600445A uses a large hanging mechanism to hang the recovery line in the air, reducing the occupation of ground space. But the price is that the system is very large and heavy.

Another type of wire-hit recovery is to arrange the hit wire vertically and place the hook at the wing tip of the aircraft. When the wing hits the vertical recovery wire, the recovery wire naturally slides to the wing tip and is then locked by the wing tip hook. CN111762332A is a typical representative of this type of design. This recovery method has similar advantages to the aforementioned recovery method. Its disadvantages are also roughly the same. In addition to the disadvantages of large size and heavy system weight, wire-hit recovery also faces the problem of difficulty in achieving subsequent automated recovery.

The current recovery methods often have weaknesses such as large system size, heavy weight, inconvenience, long deployment time, and low degree of automation. The root of the problem is that 1) there is no dedicated motion state compensation device, and the non-precise docking method of "aircraft's own control accuracy + large tolerance docking" is adopted, which leads to the recovery system having to exchange a large space for the recovery success rate. Therefore, the system is large and heavy; 2) the recovery system lacks functional distinction, so that the large tolerance recovery device alone realizes all the tasks of "docking" and subsequent "braking" between the aircraft and the system. The position and posture of the stopped aircraft are all uncertain, which makes the subsequent "storage" operation complicated and difficult to automate, or the cost of automated storage is high. Along this line of thought, it is also difficult to upgrade the system with a more automated robotic arm. Usually, the load capacity of the robotic arm is determined by the load capacity of the drive. The robotic arm is a precision device, and its cost, size, and weight will rise sharply with the load capacity. And since the recovered aircraft must maintain a certain speed, it is difficult to reduce the speed to 0. Direct grasping with a robotic arm will inevitably require the robotic arm itself to have a very large load capacity, which will cause the system size and weight to be too large, and the cost of the system will be difficult to control.

The above methods are often large in size and heavy in weight, which makes the system inconvenient to transport, arrange, and deploy, and has poor portability. This seriously limits the application scenarios and recovery efficiency of fixed-wing aircraft, and because the above methods must be manually operated, they cannot adapt to the future trend of automated recovery of fixed-wing aircraft.

technical problem

In order to overcome the above technical defects, one aspect of the present disclosure provides a differential target precision docking and recovery system. The present application has both high-precision and high-dynamic docking capabilities, so the docking part only needs very small docking parts, thereby avoiding the large size and large tolerance system often seen in the prior art; the present application separates the docking and buffering design, reduces the volume of the high-precision and high-value robotic arm to a very low level, and the subsequent buffer parts are often mainly tensile, so the internal forces of each part of the system are more reasonable, thereby making the structure of each component can be designed to be lighter.

Technical Solutions

To achieve the above-mentioned purpose, the present invention provides a differential target precise docking and recovery system, which comprises:

Guidance and braking subsystem, which includes,

a guidance device for constraining the motion of the target, and

a small docking device connected to the guide device;

A high-dynamic precision docking subsystem, used to drive the docking device and the differential target to achieve three-dimensional precision docking, which includes a robotic arm;

Impact load isolation means, which relieves or optimizes the force on the high-dynamic precision docking subsystem during the docking and braking process, and transfers or transmits the load brought by the target to the guidance and braking subsystem;

The perception control system is used to obtain the status information and target status information of each unit of the system; and to control the operation of each unit of the system; it is electrically connected to the guidance and braking subsystem and the high-dynamic precision docking subsystem.

Beneficial Effects

Compared with the prior art, the present invention has the following advantages:

1. Small size and light weight. The present application has high-precision and high-dynamic docking capabilities, so the docking part only needs very small docking parts, thus avoiding the large size and large tolerance system often seen in the prior art; the present application separates the docking and buffering design, which reduces the volume of the high-precision and high-value robotic arm to a very low level, and the subsequent buffer parts are often mainly tensile, so the internal forces of each part of the system are more reasonable, thereby making the structure of each component can be designed to be lighter.

2. High precision, high dynamics, and high reliability. This application combines high-precision and high-dynamic docking capabilities with light weight. High-precision and high-dynamic docking capabilities ensure the docking reliability of the system.

3. Good portability. Since the system is small in size and light in weight, and each component is often mainly in a rod-shaped configuration, the system is foldable and portable.

4. It helps to reduce the weight of the docking target. Since the docking accuracy of this application is very high, the docking device of the target does not need to be designed with a large tolerance and can be very small. This is especially important for aircraft.

5. Low cost. The present application reduces the volume of the high-precision and high-value robotic arm to a minimum by separating the docking and buffering designs, thereby significantly reducing the overall cost of the system.

6. High degree of automation. Compared with the prior art, the present application can effectively recover the aircraft within the controllable range of the system. The position of the recovered aircraft in the system can be accurately obtained through the sensor system, and its position can be effectively controlled by the system. Therefore, everything is in a controllable state, which is convenient for the implementation of automation.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic structural diagram of Embodiment 1 according to one aspect of the present disclosure;

FIG2 is a schematic structural diagram of a docking device according to one aspect of the present disclosure;

FIG3 is a schematic structural diagram of a two-end docking device according to one aspect of the present disclosure;

FIG4 is a schematic structural diagram of another two-end docking device according to one aspect of the present disclosure;

FIG5 is a schematic diagram of a structure using an RRP mechanical arm according to one aspect of the present disclosure;

FIG6 is a schematic structural diagram of another docking device according to one aspect of the present disclosure;

FIG7 is a schematic diagram of a magnetic connection structure between a retainer and a docking device according to one aspect of the present disclosure;

FIG8 is a schematic diagram of a limit block for guiding a cable according to one aspect of the present disclosure;

FIG9 is a schematic diagram of a cable adjuster structure according to one aspect of the present disclosure;

FIG10 is a schematic diagram of the structure of Example 2 according to one aspect of the present disclosure;

FIG11 is a schematic diagram of the structure of Example 3 according to one aspect of the present disclosure;

FIG12 is a schematic diagram of the structure of Example 4 according to one aspect of the present disclosure;

FIG13 is a schematic diagram of a multi-task structure of Example 4 according to one aspect of the present disclosure;

FIG14 is a schematic diagram of the structure of Example 5 according to one aspect of the present disclosure;

FIG15 is a schematic diagram of the structure of Example 6 according to one aspect of the present disclosure;

FIG16 is a schematic diagram of the structure of Example 7 according to one aspect of the present disclosure;

FIG17 is a schematic diagram of the structure of Example 8 according to one aspect of the present disclosure;

FIG18 is a schematic diagram of the structure of a storage subsystem according to an embodiment of one aspect of the present disclosure;

FIG19 is a schematic diagram of a structure in which a propeller is applied to a guide rod according to one aspect of the present disclosure;

FIG20 is a schematic diagram of a structure in which a propeller is applied to a vehicle according to one aspect of the present disclosure;

FIG. 21 is a schematic diagram of recovered goods according to one aspect of the present disclosure;

In the figure:

1-aircraft, 101, 1011-aircraft end docking device;

2-high dynamic precision docking subsystem, 201, 2011, 2012, 2013-mechanical arm, 202-U-shaped fixture, 203-torque limiting coupling, 204-clutch;

3-guiding and braking subsystem, 301, 3011, 3012-docking device, 30101 joint, 30202-rod body, 302, 3021-guiding rod, 303, 3031-guiding cable, 304-winch, 305-first limit block, 306-second limit block, 307-guide ring, 308-limiter, 309-rotation pair, 310-rotation mechanism, 311-propeller, 312-cable adjuster, 3121-motor, 3122-cable shaft, 313-locking device, 314-trolley, 315-track, 316-mounting frame;

4- base;

5-perception control system, 501-control system, 502-environmental perception subsystem, 503-state perception subsystem;

6-storage subsystem, 601-storage compartment;

7-Cargo, 701-Cargo end docking device;

8-Clamping device.

Best Mode for Carrying Out the Invention

The present invention will be further explained below in conjunction with specific implementation schemes, but the present invention is not limited thereto. The structures, proportions, sizes, etc. illustrated in the drawings of the specification are only used to match the contents disclosed in the specification so as to be understood and read by people familiar with the technology, and are not used to limit the limiting conditions under which the present invention can be implemented, so they have no substantial technical significance. Any structural modification, change in proportional relationship, or adjustment of size should still fall within the scope of the technical content disclosed by the present invention without affecting the effects and purposes that can be achieved by the present invention. At the same time, the terms such as "upper", "lower", "front", "back", "middle" and the like cited in this specification are only for the convenience of description, and are not used to limit the scope of the present invention. The change or adjustment of the relative relationship should also be regarded as the scope of the present invention without substantial changes in the technical content.

What this application aims to achieve is the docking of a ground base station and the transfer of a target moving in the air, which refers to an aircraft, items carried on an aircraft, or an aircraft and the items carried on it. The items here may be but are not limited to cargo, fuel, batteries, etc. This system can be applied to regional aerial reconnaissance, where the docking system is carried on a base station, and a number of sub-machines for reconnaissance are deployed on the base station. When the base station issues a reconnaissance mission, the base station releases and recovers the sub-machines through the docking system. It can be applied to aerial logistics, where the ground base station deploys the docking system, and the docking system transfers the cargo carried by the aircraft to the base station, or transfers the cargo from the base station to the aircraft. It is possible to transfer only the cargo, or to transfer the aircraft and the cargo as a whole.

Due to the high flight speed of fixed-wing aircraft, the prior art generally uses arresting wires/cables or nets to implement recovery. Its technical deficiencies have been fully explained in the background technology of this application and will not be repeated here. In response to these problems, this application proposes a load isolation recovery solution that achieves efficient and accurate docking through a high-dynamic, high-precision, and lightweight mechanical arm, as well as a design for impact loads during the recovery process. Compared with the recovery method in the prior art, this application uses a mechanical arm to compensate for the difference in motion state between the aircraft and the recovery system, overcoming the large tolerance device and necessary safety distance/space required for the movement of the aircraft itself, as well as the resulting problems of excessive system volume and excessive weight. Compared with the existing recovery method, the size of the structural part of the present application for achieving docking is greatly reduced. For the mechanical arm, the strength of its load bearing mainly depends on the load-bearing capacity of the servo drive. Its overall weight and cost also depend on the capacity requirements of the servo drive. This application proposes a solution for isolating impact loads, which effectively reduces the demand for the servo drive capacity of the mechanical arm, thereby reducing the cost of the system. Since the impact load caused by flight is borne by the specially designed guidance and braking subsystem, the motion trajectory of the aircraft during the braking phase can be optimized according to the usage scenario, optimizing the utilization of space resources. In addition, the special braking force design can effectively reduce the braking distance, so the overall structural size of the system can be made very compact.

This application includes the following subsystems: high dynamic precision docking subsystem, guidance and braking subsystem, and perception control system.

One of the core ideas of this application is to implement high-precision dynamic docking of an aircraft in flight. To achieve accurate docking under the high dynamic conditions caused by the aircraft, a device with both high dynamics and high precision is required. As far as current technology is concerned, the device that can achieve the above goal is a robotic arm.

The high dynamic precision docking subsystem is mainly composed of a mechanical arm. The function of the high dynamic precision docking subsystem is to use its high dynamic and high precision movement ability to drive the micro docking device to quickly dock and lock with the aircraft at the moment when the aircraft passes over the recovery system; because the mechanical arm is a high-value precision equipment, its load capacity mainly depends on the servo drive system and precision transmission system with higher value. Therefore, it is very important to control the size and weight of the mechanical arm and protect the servo drive system. Since the weight of the docking device is very light relative to the aircraft itself, usually a few hundredths, a few thousandths, or even smaller than the former, the mechanical arm in the present invention can be very light relative to the recovery system that directly undertakes the aircraft. Therefore, the weight and cost of the system can be very low, and the lightweight mechanical arm structure is also easy to achieve high dynamic and high precision control, which is suitable for dynamic and precise docking of fast-moving objects such as fixed-wing aircraft.

One of the core ideas of this application is that the high-dynamic precision docking system only bears the lightweight docking device, and does not bear the load caused by the kinetic energy of the aircraft. Therefore, it is necessary to isolate the impact of the aircraft docking on the system, so as to ensure that the light and small robot arm can meet the requirements of high-dynamic precision docking, and prevent the precise and expensive servo drive and precision transmission system from being damaged by impact. It is generally achieved by means of impact load isolation, and its role is:

Before the docking device is docked with the aircraft, the fixed connection between the docking device and the robotic arm is maintained to ensure that: (1) the docking device can follow the robotic arm to achieve high-dynamic and high-precision movement; and (2) the docking device and the aircraft docking device are reliably docked and locked.

After the aircraft and the docking device complete docking, the force relationship between the docking device and the servo driver of the robotic arm or the robotic arm is separated/isolated, thereby protecting the servo driver of the robotic arm or the entire robotic arm.

The first type of impact load isolation means is designed as a retaining member directly connected to the docking device, which is installed at the free end of the mechanical arm. This impact load isolation means can drive the docking device to achieve high dynamic and high precision movement under the drive of the mechanical arm before the aircraft impacts the docking device. When the docking device on the aircraft is impacted, it is ensured that the aircraft docking device and the docking device on the mechanical arm are reliably docked. Since the maximum tolerable force between the impact load isolation means and the docking device is designed to be less than the maximum tolerable load of the mechanical arm, the aircraft impacts and locks with the docking device to drive the docking device to continue to move without causing damage to the mechanical arm itself. This retaining device can be implemented using a variety of principles, including but not limited to: mechanical fittings with a certain friction force through clamping, permanent magnetic attraction, electromagnetic method, controllable electromechanical device, and disposable breakable device. Therefore, the aircraft will carry the docking device away from the mechanical arm, thereby avoiding applying all the larger impact loads to the mechanical arm. The end of the docking device is connected to the guide device through a cable. When the aircraft carries the docking device away from the mechanical arm, the docking device will transfer the movement of the aircraft and the load it brings to the subsequent guide device and brake.

The second type of impact load isolation means is designed to set a load isolation device between the manipulator servo drive and the manipulator arm rod to achieve the transmission and release of torque between the two. The torque release can be a complete release or a controllable release according to the design scheme. The load isolation device adopts a torque limiting device or sets a controllable physical isolation device between the driver and the rotating pair. The torque limiting device is designed to: (1) ensure sufficient torque to enable the manipulator arm rod to have sufficient dynamic movement ability, so as to drive the docking device to dock the aircraft with high dynamics and lock the docking device on the aircraft; (2) after the docking device is locked with the aircraft, the manipulator is pulled by the aircraft, and the impact load caused by this is greater than the setting value of the load isolation device, thereby isolating the impact load from the manipulator drive. For example, a friction torque limiter or a ball torque limiter can be used. After the docking device is locked with the aircraft, the manipulator can enter a passive working state. The passive working state is manifested in: 1) If the robot arm is only subjected to tension, then the role of the robot arm is similar to that of a cable, using its material strength and structure to bear the load caused by subsequent impact; 2) If a limit device is used to limit the turnover of the robot arm, the robot arm needs to bear not only tension but also bending moment, and the bending moment load is mainly borne by the structure of the robot arm. In either case, the servo drive and transmission mechanism do not bear the load caused by the impact.

In the guidance and braking subsystem, the role of the docking device is to achieve rapid and accurate docking and locking with the docking device on the aircraft under the drive of the robotic arm at the moment when the aircraft passes over the recovery system. As a direct connection with the aircraft, it constrains the movement trajectory of the aircraft under the constraint of the guidance device, and transmits the braking force provided by the braking device to the aircraft during the braking process of the aircraft. Due to the high dynamic and high-precision movement capabilities of the robotic arm, the docking device can be a small docking device used to compensate for the relative position control deviation between the robotic arm docking device and the target docking device, thereby reducing the demand for the volume of the robotic arm by orders of magnitude.

For the first type of design of the impact load isolation means, the docking device installed at the free end of the robotic arm moves with the free end of the robotic arm. When the fixed-wing aircraft to be recovered passes by, the docking device is driven by the robotic arm to dock and lock with the docking device on the aircraft. The aircraft continues to move forward under the action of inertia. Since the docking devices at both ends have completed the locking, the aircraft drives the recovery system docking device to detach from the robotic arm, thereby avoiding damage to the mechanical structure of the robotic arm or preventing the robotic arm servo driver from burning due to overload. The docking device is equipped with a cable, and the other end of the cable is connected to the guide device, which plays the role of handing over the impact load brought by the aircraft.

A case of the second type of design of the impact load isolation means. The fixed end of the robotic arm is fixedly connected to the moving end of the guide device. The guide device here can be a telescopic rod or a movable carrier (a car, a hovercraft, a ship, etc.). The fixed end of the robotic arm is fixedly connected to the end of the telescopic rod, or to a sliding car. The docking device is fixedly connected to the free end of the robotic arm. When the aircraft drives the docking device to move, the robotic arm enters a passive working state. As a result, only the arm of the robotic arm is subjected to tension, and the drive does not bear the load. Ideally, the robotic arm, whose rotating pair is no longer subjected to force, forms a "two-force rod", and the robotic arm is only subjected to tension. Since the strength of the arm under tension mainly depends on the structural design and the strength of the material itself, and in a conventional robotic arm, the strength of the material itself is often several orders of magnitude greater than the maximum driving capacity of the drive, so objectively, load isolation is achieved.

Another case of the second type of design for the impact load isolation means. The telescopic guide device is fixedly connected to the last rod of the robot arm, and the docking device is fixedly installed at the end of the guide device. When the fixed-wing aircraft to be recovered passes by, the docking device is driven by the robot arm to dock and lock with the docking device on the aircraft. The aircraft continues to move forward under the action of inertia, and the aircraft drives the robotic arm into a limited state. The free end of the robotic arm is pulled by the aircraft, and the root of the robotic arm is pulled by the base to maintain a relative position with the base. The robotic arm rod is constrained by the limiter, and the angular position does not change. At this time, the robotic arm is in a limited state, so that the robotic arm rod is subjected to a certain bending moment. However, none of the above forces are applied to the servo drive of the robotic arm. The force/torque of the impact load of the aircraft on the system is transmitted to the base via the robotic arm and the mechanical limit device, thereby preventing the robotic arm servo driver from burning due to overload. This situation is also applicable to the case where the mobile carrier is used as a guide device together with the telescopic rod, such as a tracked trolley. After the robotic arm docks with the aircraft, the aircraft drives the robotic arm into a limited state, thereby driving the trolley to move. The robot arm servo drive and transmission mechanism are separated from the force applied by the load.

The role of the guidance device is to constrain the motion trajectory of the aircraft after docking to meet the specific requirements of the system environment for the aircraft's motion path. Its role is also to provide specific constraints for the aircraft, so that the aircraft has a certain motion state during the process of being retrieved after stopping, so as to facilitate subsequent recovery and storage work, especially to facilitate automated recovery and storage work. In some designs, the guidance device can also be integrated into the resistance design or rely on special path design to provide braking force for the aircraft.

The motion trajectory provided by the guidance device constrains the movement of the aircraft. The motion trajectory it provides can be achieved in the following ways: specific deformation, such as the change in length of the telescopic rod; specific track, such as the guide rail of a trolley; a controllable mobile carrier, such as a direction-controllable mobile platform; a traceable trajectory caused by specific forces, such as the arc at the end of a rotating body, or the "involute" of a rotating body that can be extended along the radius, etc.

During the braking phase, the power source that drives the guidance device to achieve specific movement often comes from the docked aircraft. In some special application designs, the movement of the guidance device at this stage may also come in part from a specific drive device. After the docking device docks with the aircraft, due to the connection between the docking device and the motion end of the guidance device, the docking device will apply force to the guidance device under the traction of the aircraft, thereby causing specific movement or deformation of the guidance device, or both. After the aircraft is braked, the guidance device can be driven by a specially designed drive device, or by reusing the drive devices of other parts to retract the aircraft to a specific position. In some requirements, such as fully automated recovery and storage, a mechanism can be designed specifically to achieve the recovery of the aircraft to a precise state of motion, such as a specific posture.

The brake in this application can be a dedicated braking device or a braking capability attached to some structure or device. It can be a physical device or a functional device. Its purpose is to provide braking force for the braking process of the aircraft. If necessary, the braking force can be adjusted in real time to optimize the braking process. In some designs, during the recovery process of the aircraft after it stops, the driving force required to recover the aircraft can be reused.

The braking force of the brake can be achieved in a variety of ways and combinations thereof, and during the movement and deformation of the guidance device, the braking equipment is driven to consume the kinetic energy of the aircraft. The implementation methods include but are not limited to: cable dragging to induce rotation of the energy dissipator; providing friction between the relatively moving parts of the guidance device; aerodynamic devices (including drag parachutes) installed on the guidance device; reverse thrust of the aircraft itself; adjusting the intake volume on the guidance device of cavity volume change type; some special paths of the guidance device cause the kinetic energy of the aircraft to be reduced.

Specifically, for Example 1, please refer to FIG. 1 .

In this embodiment, the high dynamic precision docking subsystem 2 is composed of a 6-degree-of-freedom mechanical arm 201 and a U-shaped clamp 202 as a retaining member. The fixed end of the mechanical arm 201 is fixed to the base 4, and the U-shaped clamp 202 is installed at the free end of the mechanical arm 201. The opening direction of the U-shaped clamp 202 is the same as the flight direction of the recovered aircraft 1. The guidance and braking subsystem 3 is composed of a ring docking device 301, a guiding device, a guiding cable 303 and a winch 304 with a braking function. The guiding device is fixedly installed on the base 4. In this embodiment, the guiding device adopts a multi-stage telescopic guiding rod 302. In this embodiment, the docking device 301 includes a joint 30101, and a rod body 30102 is provided on the joint 30101. The retaining member is implemented by a U-shaped clamp 202 as shown in Figure 2, and the rod body 30102 is used to connect with the U-shaped clamp 202. The docking device 301 is retained on the U-shaped clamp 202 by friction, and the relative position remains unchanged during the movement of the mechanical arm 201. The joint 30101 is a closed circular ring, and its size corresponds to the control accuracy of the relative state between the mechanical arm 201 and the aircraft 1. The aircraft end docking device 101 cooperates with the recovery system docking device 301. In some embodiments, the aircraft end docking device 101 is implemented by a hook with a locking function, for example, the aircraft end docking device 101 adopts a self-locking hook in a self-locking manner as shown in Figure 3, or the aircraft end docking device 1011 adopts an electromagnetic hook in an electromagnetic locking manner as shown in Figure 4. When the aircraft end docking device 101 hits the joint, the two are engaged and locked. At the same time, since the maximum friction between the rod body 30102 of the docking device 301 and the U-shaped clamp 202 is small enough, the aircraft 1 drives the docking device 301 to disengage from the U-shaped clamp 202. One end of the guide cable 303 is connected to the winch 304, and the other end passes through the guide member arranged at the final end of the guide rod 302 and is connected to the docking device 301. The rod body 3012 of the docking device 301 and the U-shaped clamp 202 are kept tight and separated by a specific friction force between the two to achieve load isolation. The load isolation needs to be designed to meet the following conditions: the holding force between the U-shaped clamp 202 and the docking device 301 meets the requirements of high dynamic movement, and meets the force required for the docking device 301 to reliably dock with the docking device 101 at the end of the aircraft; the maximum holding force between the U-shaped clamp 202 and the docking device 301 causes a load on the manipulator 201 that is less than the carrying capacity of the servo drive device of the manipulator 201. Therefore, the minimum value of the friction force can meet the high dynamic movement of the docking device 301 following the manipulator 201, thereby compensating for the state difference between the aircraft 1 and the base 4, and achieving the purpose of the docking device 301 reliably docking the aircraft; the upper limit of the friction force is designed to ensure that the docking device 301 can be separated from the U-shaped clamp 202 without overloading the manipulator 201. When the aircraft 1 flies over the reach of the mechanical arm 201, the mechanical arm 201 guides the docking device 301 to quickly dock and lock with the aircraft end docking device 101. Under the impact of the aircraft 1, the docking device 301 is separated from the U-shaped clamp 202. Since the maximum friction between the U-shaped clamp 202 and the docking device 301 is less than the load capacity of the mechanical arm 201, this process will not cause damage to the mechanical arm 201. The load of the aircraft 1 is directly separated from the mechanical arm 201 and acts on the guide rod 302, thereby fully realizing load separation.

In this embodiment, load separation is achieved in the above manner. The load to be carried by the robot arm 201 is only the weight of the docking device 301 and the limited impact force required to separate the docking device 301 from the U-shaped clamp 202. Therefore, while maintaining the same dynamic motion capability of the robot arm 201, the robot arm 201 can be compact in structure, light in weight, and low in cost.

The number of degrees of freedom and the structural form of the manipulator 201 can be flexibly configured according to the task requirements. Generally, at least two degrees of freedom are required to control the docking device 301 so that the docking device 301 can better dock with the aircraft 1. The RRP type 3-degree-of-freedom manipulator shown in Figure 5 is commonly used.

In some embodiments, the joint 30101 of the docking device 3012 can be designed as a controllable opening and closing form as shown in Figure 6, so as to be unhooked from the recovered target during the subsequent recovery process. In some embodiments, the docking device 3011 and the retaining member 2011 can also be connected by a magnetic attraction method as shown in Figure 7. For example, the docking device 3011 can be retained on the retaining member 2011 by a permanent magnet, and the magnitude of the magnetic force is similar to the design method of the above-mentioned friction force. An electromagnetic method can also be used, and its implementation is the same as that of a permanent magnet. The electromagnetic force can be controlled by triggering a switch during the action process, thereby realizing the connection and disconnection between the retaining member 2011 and the docking device 3011. The method of controlling the electromagnetic force includes but is not limited to: a mechanical switch (usually a micro switch), a photoelectric switch, a machine vision judgment, etc.

In some embodiments, as shown in FIG8 , a first stopper 305 and a second stopper 306 are provided on the guide cable 303, and the first stopper 305 and the second stopper 306 are sequentially arranged on both sides of the guide member at the end of the guide rod along the direction in which the guide cable 303 extends. In this embodiment, the guide member is implemented by a guide ring 307 of an annular structure. When the docking device 301 moves with the aircraft 1, the guide cable 303 is pulled, and the first stopper 305 moves to the guide ring 307 and is supported by it, and the guide cable 303 is tightened, thereby driving the guide rod 302 to be gradually extended. During the extension process, the guide rod 302 guides the path of the aircraft 1, so that the path and overall controllability of the aircraft 1 are achieved. Since the guide rod 302 is gradually extended, its force on the aircraft 1 changes little during the entire process, so that the aircraft 1 can avoid being subjected to instantaneous excessive impact.

In some embodiments, the guide cable 303 passes through the guide ring 307 provided at the end of each level of the guide rod 302 and is connected to the docking device 301. Alternatively, in some examples, the function of the above-mentioned guide member can be realized inside the guide rod 302, and the guide cable 303 passes through the inside of the guide rod 302 and passes through the through hole provided at the end of the guide rod 302, and the through hole is implemented as a kind of guide member. In addition, in some embodiments, the guide cable 303 includes a first guide cable and a second guide cable, the first guide cable realizes the connection between the docking device 301 and the end of the guide rod 302, and the second guide cable realizes the connection between the winch 304 and the end of the guide rod 302. Of course, in the case where the winch 304 is not provided, it is only necessary to retain the first guide cable.

Generally, according to the actual application, the guide rod 302 is preset with a pitch angle. In order to adapt the guide rod 302 to a variety of application environments, in some embodiments, a stopper 308 of the guide rod 302 is also provided. By adjusting the stopper 308, the guide slope of the guide rod 302 can be at a favorable value. Usually, the stopper 308 will limit the guide path of the guide rod 302 to an upward slope. Thus, with the help of the upward slope, part of the kinetic energy of the aircraft 1 is converted into potential energy, optimizing the utilization of the guide rod 302. In some embodiments, the stopper 308 can adopt a real-time adjustable design, for example, a controllable telescopic rod, so that the guide rod 302 can be reasonably stressed in different states of the aircraft 1. In addition, making the guide rod 302 obliquely upward can also avoid interference with other equipment, thereby better utilizing space. In addition, in some embodiments, the pitch angle can also be adjusted by a rotating mechanism 310 arranged on the rotating pair 309 of the guide rod 302.

During the process of the aircraft 1 driving the guide rod 302 to stretch, the force of the aircraft 1 is adjusted by controlling the torque of the winch 304 to achieve a better braking effect. For example, by controlling the winch 304 to control the pulling force on the aircraft 1 to the maximum value that the aircraft 1 can bear, the aircraft can be braked in the shortest time and the shortest distance. In this way, the size and weight of the system can be minimized. In addition to the function of adjusting the braking effect, the winch 304 can also be used to recover the guide cable 303 after the aircraft 1 stops moving. During the recovery process of the guide cable 303, the second limit block 306 moves to the guide ring 307 and is supported by it. The guide cable 303 continues to be recovered to drive the guide rod 302 to shrink step by step, and at the same time, the aircraft 1 is pulled back for subsequent recovery operations. In some embodiments, only the first limit block 305 is provided on the guide cable 303, and the second limit block 306 is realized by the docking device 301.

In some embodiments, a brake member may be provided between each rod of the guide rod 302 to enable the guide rod to participate in braking. For example, a friction member may be provided between each rod to achieve braking when each rod is guided by friction. A regulator of the positive pressure of the friction member may also be provided to achieve a controllable friction effect.

In some embodiments, the amount of air intake during the elongation of the guide rod 302 can be controlled, thereby utilizing aerodynamics to adjust the pulling force of the guide rod 302 on the aircraft 1. This can generally be achieved by opening a hole at the end of the guide rod 302 and installing a controllable air valve on this basis. In addition, in some embodiments, the guide rod 302 can be given the ability to autonomously extend and contract by compressing air into the guide rod 302 and extracting air from the guide rod 302. The winch 304 in the above-mentioned scheme can be assisted to jointly brake and retract the aircraft 1. The winch 304 can also be removed to independently complete the tasks of guiding, braking, and retracting the aircraft 1.

In some embodiments, an aerodynamic device such as a propeller may be installed on the guide rod 302 . When the guide rod 302 is stretched, the pulling force of the aerodynamic device is controlled to adjust the braking force of the aircraft 1 .

In some embodiments, when the aircraft 1 is suspended at the end of the guide rod 302 after braking, in order to better adjust the height of the aircraft 1 from the ground, or the distance between the aircraft 1 and the end of the guide rod 302. As shown in FIG9, a cable adjuster 312 is provided at the end of the guide rod 302, and the cable adjuster 312 controls the retraction and extension of the guide cable 303 to adjust the length of the guide cable 303 at the end of the guide rod 302. The cable adjuster 312 includes a motor 3121, and the output end of the motor 3121 is provided with a cable shaft 3122 for winding the cable. After the guide cable 303 is taken out from the winch 304, it passes through the guide member along the guide rod 302 and then winds around the cable shaft 3122 and is connected to the docking device 301.

In the present application, the guide rod 302 is an abstract expression of a telescopic mechanism along a certain linear degree of freedom, including but not limited to multi-stage telescopic rods, guide rail sliders, range-extending mechanisms and other mechanisms that can achieve this function, and combinations thereof.

The recycling system is provided with a perception control system 5, which includes a state perception subsystem 503 and a control system 501.

The state perception subsystem 503 is used to obtain the state information of each unit of the recovery system described in this application, as well as the state information of the aircraft 1. It includes sensors set in various components of the recovery system, and also includes a state observation device for observing the aircraft. The state observation device is used to determine the motion state of the aircraft including the posture. The state observation device can be flexibly placed in a position convenient for state observation, including but not limited to: on a mechanical arm, on a base, on the aircraft body, and a combination of the above positions. The state observation device can be a device that directly obtains the relative state of the observed object. For example, an optical measurement-based method is adopted, usually monocular, binocular or multi-eye camera and its visual method, and is identified and measured by machine vision methods. It can also be a device that obtains relative states according to radar, millimeter wave, ultrasonic positioning, satellite positioning, etc. It can also be a combination of state observation devices and algorithms that combine the aircraft's own inertial sensors, integrated navigation systems, and multi-sensor fusion realized by the aforementioned positioning method. In some embodiments, an identification point is provided on the aircraft 1, and the identification point facilitates the identification and measurement of the state observation device. Ideally, the marker is set on the aircraft end docking device 101. The state perception subsystem is electrically connected to the control system.

The control system 501 is used to drive the manipulator 201 to dock with the aircraft 1, communicate with the aircraft 1, control the load isolation device, adjust the state of the guide device, control the state of the brake unit, etc., and coordinate the work of each unit of the control system in the subsequent recovery process. When the recovery task is confirmed, the perception control system determines the recovery track of the aircraft and preliminarily determines the docking area according to the state of the aircraft and the recovery system. The docking area here refers to an area near the collision point between the docking device of the recovery system and the docking device of the aircraft, which is preliminarily determined according to the control algorithm. The control system controls the manipulator to enter the standby state so that the manipulator can quickly drive the docking device to dock the aircraft when the docking device of the aircraft passes through the docking area. In general, the control system calculates the new docking area in real time during the process of the aircraft flying to the docking area to achieve accurate and reliable docking. The control system is mainly used to run the control algorithm and issue execution instructions based on the feedback data obtained and the information of other parts. Its carrier includes one or more of the independent controller of the recovery system, the controller of the recovered aircraft, and the controller outside the recovery system to achieve collaborative implementation. The algorithms executed include, but are not limited to, algorithms that only consider the dynamics of the recovery system without considering the dynamics of the carrier aircraft, algorithms that comprehensively consider the complex multi-rigid body dynamics of the recovery system and the carrier aircraft, and comprehensive dynamics algorithms that comprehensively consider the recovery system, the recovered aircraft, and the environmental interference of the links. The execution of the algorithm can be centralized calculation by a certain independent controller, or distributed calculation by the above-mentioned controllers distributed in different parts, or calculation by an external server.

In some embodiments, an environmental perception subsystem 502 is also included, which is used to perceive the environmental information required for the recovery process, which includes at least one of anemometer, wind direction meter, radar, laser radar, visual sensor and acquisition from a third-party information source, and these perception detection devices are electrically connected to the control system. After confirming the recovery task, the perception control system obtains the environmental parameters at the recovery system, determines the track, speed and other mission information of the recovered aircraft, and sends the information to the aircraft. When the aircraft enters the perception range of the state observation device according to the onboard navigation control system, the state observation device obtains the aircraft status information and allows other participants in the recovery process to obtain the information when necessary.

The recycling process of this embodiment:

When the aircraft 1 arrives at the designated area, the system sends a recovery message to the aircraft 1 or the aircraft 1 sends a return message to the system, and the system and the aircraft 1 enter the recovery program. The system makes preliminary preparations for recovery. The perception control system 5 monitors the status of the system and the aircraft 1, and sends docking and recovery information in a timely manner. The high-dynamic precision docking subsystem 2 and the guidance and braking subsystem 3 are in place, and the docking device 301 can be pre-placed on the U-shaped clamp 202 of the robotic arm 201, or the robotic arm 201 controls the U-shaped clamp 202 to pick up the docking device 301. The aircraft 1 enters the docking range, and the robotic arm 201 completes rapid docking with the aircraft 1 with its high-dynamic and high-precision movement ability. The aircraft 1 drives the docking device 301 to detach from the U-shaped clamp 202 of the robotic arm 201 to complete the load transfer. The guide rod 302 and the winch 304 work together to provide guidance and deceleration buffering for the motion trajectory of the aircraft 1. In this process, the guide rod 302 and the winch 304 work together to pull the aircraft 1 back in time to complete the recovery task of this stage.

Embodiment 2, please refer to FIG. 10. When the control accuracy of the aircraft 1 is high, the size of the mechanical arm 201 can be very small, so the operating space is also small. If it is installed on the base 4, the aircraft 1 needs to fly very low before recovery, which affects safety. Based on embodiment 1, the difference from embodiment 1 is that the fixed end of the mechanical arm 201 is installed at the highest point of the primary outermost shell of the guide rod 302, so that the aircraft 1 can be prevented from flying too low. At this time, the guide rod 302 can be used as a component of the mechanical arm 201 and provide a certain height support for the mechanical arm 201. Therefore, the mechanical arm 201 can be designed to be smaller, further making it lighter. In this embodiment, a brake member is provided between each rod member of the guide rod 302, and its implementation method has been recorded in embodiment 1, so that the guide rod 302 participates in the braking of the aircraft 1. It is also possible to select a guide rod 302 with the ability to extend and contract autonomously, which is helpful for the braking and recovery of the aircraft 1. In this embodiment, the guide cable 3031 is directly connected to the cable adjuster 312 at the end of the guide rod 302 , and the length of the guide cable 3031 at the end of the guide rod 302 is controlled by the cable adjuster 312 .

Embodiment 3, as shown in FIG. 11 , is based on Embodiment 2, but differs from Embodiment 2 in that:

The fixed end of the RRP type manipulator 2011 is mounted on the terminal end of the guide rod 302, and the docking device 301 is fixedly connected to the free end of the manipulator 2011 by a fastener, which can also be regarded as a realization of a retaining member. The first R axis of the manipulator 2011 is parallel to the length direction of the guide rod 302, and the second R axis is perpendicular to the first R axis. Combined with the P kinematic pair, the docking device 301 is driven to a specified position in three-dimensional space. The end of the guide cable 303 is transferred from the docking device 301 to the fixed end of the manipulator 2011, or the guide cable 303 and the winch 304 are removed. In this embodiment, load isolation is achieved by a torque limiting coupling 203 arranged in the manipulator. When the aircraft 1 is docked and locked with the docking device 301, the docking device 301 drives the manipulator 2011 to move, and the torque limiting coupling 203 protects the servo drive from the impact load brought by the aircraft 1. The mechanical arm 2011 enters a passive working state. Ideally, the arm of the mechanical arm 2011 can be understood as a "two-force rod", and its function is similar to the guide cable 303 in Example 1 and Example 2. In the case of the mechanical arm 2011 currently in use, the strength of the arm of the mechanical arm 2011 under tension depends on the strength of the arm material, and the material strength is usually much greater than the driving capacity of the servo driver of the mechanical arm 2011. Therefore, under the effect of load isolation, the mechanical arm 2011 with a low servo driver load capacity but high dynamic capacity and precision can still be used to directly dock with the aircraft 1 to implement capture and recovery.

Embodiment 4, please refer to FIG. 12. Based on Embodiment 1, this embodiment integrates the design of the mechanical arm 2012 and the guiding device. The RRP type mechanical arm 2012 is adopted. The P rod of the mechanical arm 2012 is designed to be hollow, and a guiding rod 3021 is installed inside. The last stage of the guiding rod 3021 is directly connected to the docking device 301. The mechanical arm 2012 drives the guiding rod 3021 to dock with the aircraft 1. After the docking device 301 docks with the aircraft 1 and is locked, the torque transmission between the servo drive of the mechanical arm 2012 and the arm rod of the mechanical arm is released through the clutch 204 of the mechanical arm 2012, thereby realizing load isolation. When the aircraft 1 drives the docking device 301 and then drives the arm rod of the mechanical arm 2012 to move, the mechanical arm 2012 enters a passive working state, so that only the arm rod of the mechanical arm 2012 is subjected to force.

In some embodiments, the arm of the manipulator can also be designed to be controllably coupled and disengaged with the guide rod. The advantage is that multiple guide rods can be prepared, and multi-task cross-execution can be achieved by combining the manipulator with different guide rods 3021. Specifically, please refer to FIG. 13 , a controllable locking device 313 is provided on the final arm of the manipulator 2013, and the locking device 313 is implemented by a U-shaped controllable clamping mechanism, and the guide rod 3021 is connected to the manipulator 2013 through the locking device 313. The recovery system is provided with a plurality of guide rods 3021, and the guide rods 3021 are reasonably arranged on the base 4. When the aircraft 1 starts to be recovered, the manipulator 2013 is engaged with one of the guide rods 3021 through the locking device 313, and then the aircraft 1 is docked. After the aircraft 1 on the current guide rod 3021 completes braking, the mechanical arm 2013 releases the connection relationship of the current guide rod 3021 through the locking device 313, and releases the current guide rod 3021 on the specially designed placement frame 316. At the same time, the mechanical arm 2013 is combined with another guide rod 3021 to dock and recover another aircraft 1.

Embodiment 5, please refer to FIG. 14. On the basis of embodiment 1, the guiding device can be implemented by a mobile platform. The mobile platform can be a platform that can move on the ground, water, snow, ice and near the ground. For example, a trolley, a boat on the water, a pulley set on a guide rail, etc. In this embodiment, the mobile platform adopts a trolley 314. In some embodiments, a cushion for assisting the landing of the aircraft 1 is laid on the trolley 314. In some embodiments, a track 315 with a guiding function can be set for the trolley 314, and its function is similar to the control of the motion trajectory of the aircraft 1 by the guide rod 302. One end of the guide cable 303 is connected to the guide 301, and the other end is connected to the trolley 314. The guide 301 is still set on the mechanical arm 201. The heading of the aircraft 1 is the same as the direction of the trolley 314. When the aircraft 1 takes the docking device 301 away from the mechanical arm 201, the guide cable 303 is gradually tightened, thereby driving the trolley 314 to move. Under the braking of the aircraft 1 and the trolley 314, the aircraft 1 will eventually fall onto the trolley 314 and gradually stop along with the trolley 314. The trolley 314 can use the friction between the wheels and the track 315 as a braking force or a driving force.

In some embodiments, the braking force or driving force of the trolley can be achieved by using a winch to tow the trolley. Similarly, a track with an additional kinematic pair such as a rack rail can be used to achieve a better braking force or driving force adjustment effect.

In some embodiments, a power drive device is provided on the mobile platform, and the power drive device drives the mobile platform to reduce the speed difference between the mobile platform and the recovered aircraft 1, so as to prevent the aircraft 1 and the stationary mobile platform from being damaged by overload tension due to the speed difference.

Embodiment 6, as shown in FIG15, is based on Embodiment 5, and the guide rod 302 in Embodiment 1 is installed on a trolley 314. The guide device in this embodiment is implemented by combining the guide rod 302 and the trolley 314, so as to guide and brake the aircraft 1 in multiple ways.

Embodiment 7, please refer to FIG. 16 , on the basis of Embodiment 5, the fixed end of the robot arm 2011 is fixed on the trolley 314 , and the robot arm 2011 is directly fixedly connected to the guide 301 , thereby achieving multi-path braking.

Embodiment 8, please refer to FIG. 17 , on the basis of embodiment 5, the overall structure in embodiment 3 is fixedly mounted on a trolley to achieve a more flexible working mode. For example, when the docking speed of the aircraft is too high, the overall acceleration can be matched with the aircraft speed first, thereby avoiding system damage caused by excessive impact. Similarly, the overall structures in embodiments 1 and 2 can also be fixedly mounted on a trolley.

The telescopic mechanism and/or the mechanical arm in the above embodiments can rotate around their own or common axes perpendicular to the ground in some embodiments, so as to dock and guide the target in a more optimal posture. For example, the guide rod 302 and the mechanical arm 201 in Example 1 are provided with a revolving pair that can rotate around an axis perpendicular to the base 4 at their respective fixed ends. The base 4 can also be rotated to make the guide rod 302 and the mechanical arm 201 rotate together. The above two methods can also be combined. In the case of Example 2, a revolving pair for rotation can be provided at the fixed end of the guide rod 302 to achieve common rotation.

The telescopic mechanism and/or the mechanical arm in the above embodiments can be translated in the horizontal direction in some embodiments, preferably, can be translated in a direction perpendicular to the target flight direction, so as to expand and optimize the docking reachable range. For example, the guide rod 302 and/or the mechanical arm 201 in Example 1 can be provided with a translation device at their respective fixed ends, for example, two sets of slide rails and controllable slide seats are provided on the base, and the guide rod 302 and the mechanical arm 201 are respectively placed on their respective slide seats. It is also possible to provide a slide rail and a controllable slide seat provided thereon on the ground, and the base 4 is placed on the slide seat, and the above two methods can also be combined.

In some embodiments, as shown in FIG. 18 , the recovery system is further provided with a storage subsystem 6, which includes at least one storage compartment 601. After the aircraft 1 is braked, the guide rod 302 can guide the aircraft 1 to the storage location, and the aircraft 1 can smoothly enter the storage compartment 601 by relying on the large tolerance entrance of the storage compartment 601 or a dedicated large tolerance device.

In some embodiments, the guiding device moves the aircraft to a range that can be controlled by the robotic arm, and then the robotic arm and the guiding device, or the robotic arm alone, put the aircraft into the storage compartment. The robotic arm here can be an independent robotic arm set up by the storage subsystem for storage, or it can be a robotic arm in a multiplexed high-dynamic precision docking subsystem.

During the recovery phase, the storage docking of the robot arm and the aircraft can be achieved with the help of a special docking design. The special docking design is set at the end of the robot arm, the end of the aircraft, or both according to the specific situation. The storage docking device at the end of the robot arm can be designed to be self-contained or attached. The self-contained docking device can be placed on the last level of the robot arm or other suitable arm rods. Usually, in order not to affect the work of other parts, it can be designed to be folded. The storage docking device in the form of an accessory can be placed at a specific position of the system. When necessary, the robot arm can be docked with it through a reconstruction method so that the robot arm can use the storage docking device. If the robot arm does not have enough degrees of freedom, some degrees of freedom can be added through reconstruction to reconstruct a robot arm with sufficient degrees of freedom. The "reconstruction" here refers to the reconstruction technology in the field of robotics, which is not described in detail here.

In the above embodiments, a buffer or a buffering member may be designed at the part where the impact needs to be mitigated. For example, a spring or a spring damper may be arranged between the cable and the trolley.

In the above embodiments, the braking part of the guide and brake subsystem can be flexibly combined, for example, a guide rod, a winch, a mobile platform, an inclined plane, and similar braking methods, and a plurality of braking methods can be optimally combined according to the application environment.

In some embodiments, in the braking part, a pneumatic device can be provided on the guide device to provide braking force. For example, a propeller 311 is used to provide braking force. The propeller 311 can be provided on the guide rod 302 as shown in FIG. 19 , or on the trolley 314 as shown in FIG. 20 . The advantage of using a pneumatic device is that it can provide braking force and can also be used to provide a driving force for the initial velocity of the guide device.

The recovery system can be used to recover the cargo 7 on the aircraft 1. In this way, the cargo 7 can be accurately delivered to the system without the aircraft 1 stopping. The recovery system can still be implemented by any of the above embodiments, and the docking target of the recovery system is the cargo 7 in the air, which is generally the cargo carried by the aircraft 1.

Specifically, as shown in FIG21, the recovery system in this embodiment is implemented on the basis of the recovery system in Example 1. A controllable clamping device 8 should be provided on the aircraft 1 to clamp the cargo 7 and to separate the cargo from the aircraft 1 under certain conditions. The clamping device 8 is of conventional design and will not be described here. A cargo docking device 701 is provided on the cargo 7 or its container, and the cargo docking device 701 can adopt the aircraft end docking device 101 in the above embodiment. When the aircraft 1 carries the cargo 7 through the recovery system, the mechanical arm 201 drives the docking device 301 to dock with the cargo end docking device 701. The docking action triggers the clamping device 8 on the aircraft 1, and the clamping device 8 releases the cargo 7, and the cargo 7 is separated from the aircraft 1 and recovered by the recovery system. Taking the system in FIG21 as an example, an electromagnetic holder is placed at the end of the mechanical arm 201, and an electromagnetic docking device is installed on it. A toggle plate is provided on the docking device, and when the toggle plate is touched by the docking device on the cargo and deviates from the ring on the docking device, the switch is triggered. The recovery system sends the information of docking completion to the aircraft, and the aircraft sends a command to the gripping device to release the cargo, so that the cargo is detached and then recovered by the recovery system. The subsequent recovery process of the cargo is similar to the recovery process of the aircraft, which will not be repeated here.

Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims (18)

1. A differential target precision docking and recovery system, characterized by:

   include,

   The guidance and braking subsystem (3) comprises:

   a guiding device for constraining the motion of the target (1, 7), and

   A docking device (301, 3011, 3012), the docking device being connected to the guiding device;

   A high-dynamic precision docking subsystem (2), used to drive the docking device (301, 3011, 3012) to achieve precise docking with the target (1, 7), comprising a robotic arm (201, 2011, 2012, 2013);

   An impact load isolation means, which relieves or optimizes the force of the high dynamic precision docking subsystem (2) during the docking and braking process of the target (1, 7), and transfers or transmits the load brought by the target (1, 7) to the guidance and braking subsystem (3);

   A perception control system is used to obtain status information of each unit of the system and target (1, 7) status information, and to control the operation of each unit of the system, wherein the perception control system is electrically connected to the guidance and braking subsystem (3) and the high-dynamic precision docking subsystem (2).
2. The system according to claim 1, characterized in that:

   The shock load isolation means is configured to:

   The free end of the mechanical arm (201) is provided with a retaining member, and the docking device (301) is connected to the guiding device via a first cable (303);

   The mechanical arm (201) drives the docking device to dock with the target (1, 7) through the retaining member (202); the retaining member (202) ensures that the fixed connection between the docking device (301) and the mechanical arm (201) is maintained before the docking device and the target (1, 7) are docked, and the docking device (301) is released in a timely manner after the docking device (301) and the target (1, 7) are docked, so that the load brought to the system by the target (1, 7) is transferred from one side of the mechanical arm (201) to one side of the guiding device.
3. The system according to claim 2, characterized in that:

   The guiding device comprises a telescopic mechanism (302), one end of a first cable (303) is connected to a movable end of the telescopic mechanism (302), and the other end is connected to a docking device (301).
4. The system according to claim 2, characterized in that:

   The guiding device comprises:

   A mobile platform (314), one end of the first cable (303) is connected to the mobile platform (314), and the other end is connected to the docking device (301); or

   A mobile platform (314) and a telescopic mechanism (302) disposed thereon, wherein one end of a first cable (303) is connected to a movable end of the telescopic mechanism (302) and the other end is connected to a docking device (301); or

   A mobile platform (314) and a telescopic mechanism (302) and a mechanical arm (201) arranged thereon; one end of a first cable (303) is connected to a movable end of the telescopic mechanism (302), and the other end is connected to a docking device (301).
5. The system according to claim 1, characterized in that:

   The shock load isolation means is configured to:

   It comprises a load isolation device (203, 204) between a servo drive device and a driven part of a mechanical arm (2011, 2012, 2013);

   The load isolation device (203, 204) is used to maintain the mechanical arm (2011, 2012, 2013) with sufficient high-dynamic and high-precision motion capability before the docking device (301) and the target (1, 7) dock, and to ensure that the docking device (301) and the target (1, 7) dock reliably, and to timely release the torque transmission between the servo drive device and the driven part after the docking device (301) and the target (1, 7) dock, so as to optimize the impact force when docking with the target (1, 7) and the force of the high-dynamic and precise docking subsystem during the braking process of the target (1, 7), and to transfer the load brought to the system by the target (1, 7) to the guidance and braking subsystem (3).
6. The system according to claim 5, characterized in that:

   The docking device (301) is arranged at the free end of the mechanical arm (2011), and the fixed end of the mechanical arm (2011) is arranged on the guiding device.
7. The system according to claim 6, characterized in that:

   The guiding device comprises:

   Mobile platform (314); or

   A telescopic mechanism (302), wherein the fixed end of the mechanical arm (2011) is arranged at the movable end of the telescopic mechanism (302); or

   A mobile platform (314) and a telescopic mechanism (302) arranged thereon, wherein the fixed end of the mechanical arm (2011) is arranged at the movable end of the telescopic mechanism (302).
8. The system according to claim 5, characterized in that:

   The guiding device comprises a telescopic mechanism (3021); the docking device (301) is arranged at the movable end of the telescopic mechanism (3021); and the fixed end of the telescopic mechanism (3021) is arranged at the free end of the mechanical arm (2012, 2013).
9. The system according to claim 8, characterized in that:

   The telescopic mechanism (3021) is provided with at least one, and the mechanical arm (2013) is connected to the telescopic mechanism (3021) via a locking device (313) provided at a free end thereof.
10. The system according to claim 1, 4 or 7, characterized in that:

    The fixed end of the telescopic mechanism (302) is arranged on its carrier at a fixed pitch angle.
11. The system according to claim 1 or 4 or 7 or 8, characterized in that:

    The fixed end of the telescopic mechanism (302) is connected to its carrier via a rotating pair (309);

    The pitch angle of the telescopic mechanism (302) is adjusted by a limiter (308) arranged between the telescopic mechanism (302) and its carrier, or

    The adjustment is performed by a rotating mechanism (310) arranged on the rotating pair (309).
12. The system according to claim 3 or 4, characterized in that:

    The movable end of the telescopic mechanism (302) is provided with a cable adjuster (312), and the first cable (3031) is connected to the movable end of the telescopic mechanism (302) via the cable adjuster (312), so as to adjust the extension length of the first cable (3031) at the movable end of the telescopic mechanism (302), or adjust the speed at which the first cable (3031) passes.
13. The system according to claim 1 or 4 or 7 or 8, characterized in that:

    The guiding and braking subsystem (2) further comprises a winch (304) and a second cable, wherein one end of the second cable is connected to the winch (304) and the other end of the second cable passes through a guide member (307) provided on the telescopic mechanism (302) and is connected to the movable end of the telescopic mechanism (302).
14. The system according to claim 13, characterized in that:

    The second cable is a part of the first cable (303), and the first cable (303) limits the relative position of the first cable (303) and the movable end of the telescopic mechanism (302) through the limiting device (305, 312);

    Limiting device, including,

    A limit block (305) is provided on the first cable (303), and a guide member (307) at the movable end of the telescopic mechanism (302) is located between the limit block (305) and the docking device (301); or

    A cable adjuster (312) disposed at the movable end of the telescopic mechanism (302), which is used to adjust the extension length of the first cable (303) at the movable end of the telescopic mechanism (302) or to adjust the speed at which the first cable (303) passes; or

    The first cable (303) is fixedly connected to a fastener at the movable end of the telescopic mechanism (302), so that the first cable (303) is divided into two components, namely a first cable and a second cable.
15. The system according to claim 1 or 4 or 7 or 8, characterized in that:

    The telescopic mechanism (302) and/or the mechanical arm (201, 2012, 2013) can rotate around respective or common axes perpendicular to the ground so as to dock and guide the target in a more optimal posture; and/or can translate in the horizontal direction so as to expand and optimize the docking reachable range.
16. The system according to claim 1, 2 or 5, characterized in that:

    The guiding device is provided with an aerodynamic driving device (311) for providing a braking force to the target (1, 7) or providing a driving force to the guiding device.
17. The system according to claim 1, 2 or 5, characterized in that:

    Also included is a storage system (6), which includes at least one storage cabin (601) and a storage mechanical arm.
18. The system according to claim 1, 2 or 5, characterized in that:

    The perception control system also includes an environmental perception subsystem, which is used to perceive the environmental information required for the recycling process.