Split type long hovering airship type aircraft
By employing a split design and a safe distance for isolation, the long-endurance airship utilizes inexpensive hydrogen and a modular subhull structure to solve the problems of high cost and low safety of traditional airships, achieving efficient and safe long-duration flight.
Patent Information
- Application Number
- CN202511175126.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-21
- Publication Date
- 2025-10-21
- Estimated Expiration
- Not applicable · inactive patent
AI Technical Summary
Existing long-endurance aircraft suffer from high costs and low safety, especially traditional airships which use expensive inert gases and a single lift bladder structure, leading to safety hazards.
It adopts a modular design, using multiple sub-hulls connected by cables to form a distributed structure to ensure safe distances, and is equipped with a backup structure and emergency control system, including an emergency cut-off device and a remote-controlled parachute pack, and uses inexpensive hydrogen instead of helium.
It reduced manufacturing and operating costs, improved safety and mission reliability, achieved long-endurance capability and fault redundancy, and enhanced system resilience.
Smart Images
Figure CN120817233A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the technical field of airship aircraft, and in particular to a split-type long-altitude airship aircraft. Background Art
[0002] The technical field involved in this invention is long-endurance aircraft, particularly unmanned aerial vehicles, which show great application potential in military reconnaissance, environmental monitoring, communication relay, cargo transportation and other fields. Existing long-endurance drones are mostly fixed-wing configurations, requiring frequent takeoffs and landings for resupply. As a lighter-than-air aerostat, airships have the natural advantages of low energy consumption and long airborne time. However, the development of traditional airships has always faced cost and safety dilemmas. Early airships used cheap but flammable and explosive hydrogen, which led to the Hindenburg disaster and raised concerns about their safety. Modern airships have switched to the safe and inert gas helium, which is extremely expensive, greatly increasing the manufacturing cost of airships and the operating costs of gas refueling, limiting their large-scale commercial application. The lift airbags of traditional airships are usually single or main-auxiliary integral structures. If the hull is damaged due to an accident and large-scale damage, it will lead to catastrophic lift loss and lack effective redundancy and fault tolerance mechanisms.
[0003] There is an urgent need in this field for a new type of aircraft that can not only take advantage of the cost advantage of hydrogen but also eliminate the safety hazards of hydrogen from a structural design perspective. In summary, existing technical solutions have technical problems of high cost and low safety. Invention content
[0004] In view of the shortcomings of the existing technology, the present invention provides a split long-stallation airship-type aircraft, which solves the technical problems of high cost and low safety of the existing technical solutions.
[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions: a split, long-dwelling airship-type aircraft, comprising a pod, wherein the upper wall of the pod is provided with a hull frame, and the hull frame is provided with sub-hulls. The sub-hulls are connected to the hull frame by independent cables and arranged above the pod, and multiple sub-hulls are staggered in vertical space; thus establishing the core distributed structure of the aircraft. Multiple sub-hulls are used to replace a single large hull, and the hull frame serves as a unified connection platform to achieve modularization of the lift units. The staggered arrangement of the sub-hulls in vertical space is the basic layout for achieving safe distances between the units, aiming to fundamentally improve the safety and survivability of the aircraft.
[0006] Preferably, a preset safety distance is maintained between adjacent subhulls, and between each subhull and the pod. This safety distance is sufficient to ensure that, if a single subhull explodes, the resulting shock wave and thermal radiation will not cause structural damage or ignite adjacent subhulls or pods. Clarifying the design purpose of this safety distance is the core of the aircraft's safety system. Through physical isolation, potential failures of individual subhulls, such as leaks, fires, and explosions, are localized, effectively preventing chain reactions and protecting the aircraft's main body and other lift units, significantly enhancing overall safety redundancy and mission reliability.
[0007] Preferably, a laterally extending connection point is installed on the top of the hull frame for connecting the cables of the sub-hulls to expand the lateral layout space; adding laterally extending connection points gives the hull frame layout flexibility, so that it can adapt to pods of different sizes and shapes, ensuring that a sufficient safety distance can be opened between the sub-hulls.
[0008] Preferably, the cable is made of steel cable, carbon fiber cable or other materials that are resistant to stretching and short-term high temperature. The requirement of stretch resistance is to ensure that the cable can reliably withstand the huge lift and various dynamic loads of the sub-hull; the requirement of short-term high temperature resistance is an important safety design, which ensures that even if a sub-hull burns, the cables of its adjacent sub-hulls will not fail in a short time, thereby buying valuable time for the aircraft to take countermeasures.
[0009] Preferably, the system also includes a hull control system, which is used to retract and cut the cable as needed and is located at the connection between the cable and the subhull. The retraction function can be used to adjust flight altitude, perform ground maintenance, or adjust the posture of the subhull group. The cutoff function is a core emergency response method, allowing the active jettison of a faulty subhull in an emergency, such as if it loses control or is severely damaged, to ensure overall safety. Its placement at the connection facilitates precise control of individual subhulls.
[0010] Preferably, the hull control system includes an emergency cutoff device for executing the cutoff command from the cable control system; a remote-controlled parachute is attached to the cable to slow its descent after the cable is severed; the emergency cutoff device is an actuator for achieving rapid separation. The remote-controlled parachute is an important secondary safety feature, resolving the potential for high-speed damage to the pod or ground targets following cable severance. A controlled and safe descent is achieved through the use of a deceleration parachute.
[0011] Preferably, a backup structure is also included, which includes at least one folding skin and a high-pressure gas source, which is used to quickly generate a backup sub-hull when the main sub-hull fails; when a sub-hull is abandoned due to a failure, the backup structure can be quickly inflated and a new sub-hull can be deployed to compensate for the lost lift, so that the aircraft can recover or maintain the flight state, greatly extending the mission execution time and enhancing the system resilience.
[0012] Preferably, the pod is provided with auxiliary structures, including auxiliary propellers and landing gear for providing thrust and performing attitude adjustments for the aircraft. The auxiliary propellers provide the aircraft with the power required to overcome wind resistance, achieve fixed-point hovering, and perform heading and attitude adjustments. The landing gear is essential equipment for the aircraft to take off, land, park, and maintain on the ground.
[0013] Preferably, the pod has a modular structure, and the number of pod layers can be increased or decreased as needed. Through the modularization of the pod, the number of layers and volume of the payload compartment, energy compartment or equipment compartment can be flexibly increased or decreased according to different mission requirements, thereby achieving high scalability and mission adaptability of the platform and reducing the cost of redesigning the entire aircraft for different missions.
[0014] Beneficial effects
[0015] The present invention provides a split, long-altitude airship-type aircraft. The present invention fundamentally avoids the catastrophic consequences caused by the explosion of a single hydrogen bag through the split design of the sub-hull and safe distance isolation; combined with the spare hull rapid deployment system, fault redundancy and online repair capabilities are achieved; cheap and readily available hydrogen is used instead of expensive helium, and it can be prepared by airborne equipment, which greatly reduces manufacturing costs and operating costs throughout the life cycle; the airborne electrolysis hydrogen production equipment solves the problem of gas replenishment, allowing the aircraft to have a longer-term airborne capability, far exceeding traditional aircraft or drones; the sub-hulls, pods, etc. can all be designed and produced in a modular manner, and can be flexibly increased or decreased according to mission requirements, facilitating customization and maintenance. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Figure 1 The present invention provides a schematic diagram of the main structure of a split-type long-altitude airship-type aircraft.
[0017] Figure 2 The present invention provides a schematic top view of the structure of a split-type long-altitude airship-type aircraft.
[0018] In the figure: 1, pod; 2, hull frame; 4, subhull; 7, cable; 8, emergency cutter; 9, high-pressure gas source; 10, folding hull; 11, auxiliary propeller; 12, landing gear; DETAILED DESCRIPTION
[0019] In order to further illustrate the technical means and effects adopted by the present invention to achieve the predetermined purpose of the invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The detailed description is as follows.
[0020] See also Figure 1-2 The present invention provides a technical solution: a split-type long-altitude airship-type aircraft, including a pod, characterized in that a hull frame is provided on the upper wall of the pod, a sub-hull is provided on the hull frame, the sub-hull is connected to the hull frame by an independent cable and is arranged above the pod, and a plurality of the sub-hulls are staggered in the vertical space; thus establishing the core distributed structure of the aircraft. Multiple sub-hulls are used to replace a single huge hull, and the hull frame is used as a unified connection platform to realize the modularization of the lift unit. Staggering the sub-hulls in the vertical space is the basic layout to achieve a safe distance between each unit, aiming to fundamentally improve the safety and survivability of the aircraft.
[0021] This embodiment further provides for a preset safety distance between adjacent subhulls, as well as between a subhull and the pod. This safety distance is sufficient to ensure that, if a single subhull explodes, the resulting shock wave and thermal radiation will not cause structural damage or ignite adjacent subhulls or pods. This clearly defined safety distance design objective is the core of this aircraft's safety system. Through physical isolation, potential failures of individual subhulls, such as leaks, fires, and explosions, are localized, effectively preventing chain reactions and protecting the aircraft's main body and other lift units, significantly enhancing overall safety redundancy and mission reliability.
[0022] This embodiment is further configured to install a laterally extending connection point on the top of the hull frame for connecting the cables of the sub-hulls to expand the lateral layout space; the addition of the laterally extending connection point gives the hull frame layout flexibility, so that it can adapt to pods of different sizes and shapes, ensuring that a sufficient safety distance can be opened between the sub-hulls.
[0023] This embodiment is further configured such that the cables are made of steel cables, carbon fiber cables or other materials that are resistant to stretching and short-term high temperatures; the requirement for stretch resistance is to ensure that the cables can reliably withstand the huge lift and various dynamic loads of the sub-hulls; the requirement for short-term high temperature resistance is an important safety design, ensuring that even if a sub-hull burns, the cables of its adjacent sub-hulls will not fail in a short period of time, thereby buying valuable time for the aircraft to take countermeasures.
[0024] This embodiment further includes a hull control system, located at the connection between the cable and the subhull, for retracting and releasing the cable as needed. The retracting and releasing function can be used to adjust flight altitude, perform ground maintenance, or adjust the attitude of the subhull group. The release function is a core emergency response measure, allowing for the active jettisoning of a faulty subhull in the event of loss of control or severe damage, ensuring overall safety. This control system, located at the connection, facilitates precise control of individual subhulls.
[0025] This embodiment further provides that the hull control system includes an emergency cutoff device for executing the cutoff command from the cable control system; a remote-controlled parachute is attached to the cable to slow the descent after the cable is cut; the emergency cutoff device is an actuator for rapid separation. The remote-controlled parachute is a key secondary safety feature, resolving the potential for high-speed damage to the pod or ground targets following cable cuts. A controlled and safe descent is achieved through the use of a deceleration parachute.
[0026] This embodiment is further configured to include a backup structure, which includes at least one folding skin and a high-pressure gas source, and is used to quickly generate a backup sub-hull when the main sub-hull fails; when a sub-hull is abandoned due to a failure, the backup structure can be quickly inflated and a new sub-hull can be deployed to compensate for the lost lift, so that the aircraft can recover or maintain the flight state, greatly extending the mission execution time and enhancing the system resilience.
[0027] This embodiment further provides that the pod is equipped with auxiliary structures, including auxiliary propellers and landing gear for providing thrust and adjusting the aircraft's attitude. The auxiliary propellers provide the aircraft with the power required to overcome wind resistance, achieve fixed-point hovering, and adjust its heading and attitude. The landing gear is essential equipment for ground-based takeoff, landing, parking, and maintenance.
[0028] This embodiment is further configured such that the pod has a modular structure, and the number of pod layers can be increased or decreased as needed; through the modularization of the pod, the number of layers and volume of the payload compartment, energy compartment or equipment compartment can be flexibly increased or decreased according to different mission requirements, thereby achieving high scalability and mission adaptability of the platform and reducing the cost of redesigning the entire aircraft for different missions.
[0029] The detailed connection means are well known in the art; Figure 1-2As shown, select and assemble the pod's modules based on specific mission requirements. For example, for long-endurance reconnaissance missions, additional energy modules and high-precision sensor modules can be added. The assembled pod is placed on a flat surface and its landing gear deployed. The hull frame is securely mounted on the pod's upper wall. All cable connections, hull control systems, and backup structure deployment interfaces on the hull frame are inspected and connected. Multiple subhulls, either folded or deflated, are deployed on the ground. Using tensile and high-temperature-resistant cables, each subhull is connected to its corresponding connection point on the hull frame. The hull control systems at each cable connection to the subhull are inspected to ensure their emergency cutouts and remote-controlled parachute packs are in the ready-to-fire state. The folded subhull and the filled high-pressure gas source are loaded into the aircraft's backup structure compartment, and a system self-test is performed to ensure readiness for activation. A comprehensive system check is then performed on the entire aircraft, including functional testing of the auxiliary propellers, controls, communications, and all safety redundancy systems.
[0030] Start the ground inflation equipment or the airborne gas-making equipment to inject buoyancy gas (such as hydrogen or helium) into all the main sub-hulls. As the gas is injected, the sub-hulls gradually expand and generate lift.
[0031] When the total lift generated by all subhulls exceeds the total weight of the aircraft, the aircraft begins a vertical ascent. During this process, auxiliary propellers activate to provide attitude adjustment and initial horizontal control, preventing the aircraft from drifting at low altitude. During the ascent, the design of the cable lengths and connection points allows the multiple subhulls to naturally form a stable vertical staggered arrangement under the influence of airflow. The operator fine-tunes the cable payout lengths using the subhull control system to ensure a predetermined safe distance between adjacent subhulls and between the subhulls and the pod, forming a stable, safe aerial formation.
[0032] Once the aircraft reaches the designated airspace and altitude, the auxiliary propellers continue to operate, using vectored thrust to offset wind effects, enabling precise hovering or cruising along a pre-set route. The mission equipment within the pod then begins operating, enabling long-duration missions. A central controller continuously monitors key parameters such as air pressure, cable tension, and flight attitude within each subhull. Based on fluctuations in wind speed at altitude, the subhull control system fine-tunes the length of each cable, optimizing the overall attitude of the subhull cluster to minimize wind resistance.
[0033] Suppose one of the subhulls experiences a gas leak due to an accident (e.g., puncture by a flying object). The pressure sensors within the subhull immediately detect the anomaly, and the central controller sounds an alarm. The operator or automated control system activates the subhull control system, activating the emergency disconnector at the cable connection of subhull A. The cable is instantly severed, and subhull A separates from the main vehicle. After subhull A's cable is severed, its remote-controlled parachute deploys, slowly descending with the failed subhull and cable, preventing secondary damage to the pod or the ground from a high-speed fall. After subhull A is jettisoned, the vehicle's overall lift decreases. Auxiliary propellers temporarily increase thrust to maintain altitude. A backup structure is activated, releasing a folding subhull, which is rapidly inflated by a high-pressure gas source. The newly generated backup subhull launches, and its cable connects automatically or with the assistance of a robotic arm to a backup port on the subhull frame, restoring the lost lift. After addressing the single failure point, the entire vehicle regains full operational capability, allowing the mission to continue, truly achieving long-term flight and high survivability.
[0034] Mission accomplished, the return route was planned, and the landing area cleared. By slowly and synchronously venting a small amount of buoyancy gas from all subhulls, the aircraft's total lift was reduced to slightly less than its total weight, and a controlled descent began. The auxiliary propellers operated throughout the entire process, precisely controlling the descent speed and trajectory. As the aircraft approached the ground, the landing gear prepared for touchdown. Under the precise control of the auxiliary propellers, the aircraft landed smoothly. After landing, the aircraft was secured with ground tethers to prevent it from being blown away by the wind.
[0035] The buoyancy gas within the subhull is recovered, and the subhull skin is folded and stored. The pod, hull frame, cables, and all control and emergency systems are carefully inspected and maintained. Based on the requirements of the next mission, the pod module is replaced or reassembled in preparation for the next flight.
[0036] See also Figure 1-2 The present invention provides a technical solution: a split-type long-altitude airship-type aircraft, including a pod 1, characterized in that a hull frame 2 is provided on the upper wall of the pod 1, and a sub-hull 4 is provided on the hull frame 2. The sub-hull 4 is connected to the hull frame 2 by an independent cable 7 and is arranged above the pod 1. A plurality of the sub-hulls 4 are staggered in the vertical space, thus establishing the core distributed structure of the aircraft. By using multiple sub-hulls 4 to replace a single huge hull and using the hull frame 2 as a unified connection platform, the modularization of the lift unit is realized. The staggered arrangement of the sub-hulls 4 in the vertical space is the basic layout for achieving a safe distance between the units, aiming to fundamentally improve the safety and survivability of the aircraft.
[0037] This embodiment further provides for a preset safety distance between adjacent subhulls 4, as well as between a subhull 4 and the pod 1. This safety distance is sufficient to ensure that, if a single subhull 4 explodes, the resulting shock wave and thermal radiation will not cause structural damage or ignite adjacent subhulls 4 or the pod 1. This safety distance is clearly designed to be the core of the aircraft's safety system. Through physical isolation, potential failures of individual subhulls 4, such as leaks, fires, and explosions, are localized, effectively preventing chain reactions and protecting the aircraft's main body and other lift units, significantly enhancing overall safety redundancy and mission reliability.
[0038] This embodiment is further configured such that, when the volume of the sub-hull 4 is 1,000 cubic meters, the safety distance is approximately 100 meters. This claim provides a specific, quantifiable engineering design reference for the safety distance. By providing a safety distance value corresponding to a sub-hull 4 of a specific volume, the safety concept is made more practical and convenient for accurate layout based on energy estimation in actual design and manufacturing.
[0039] This embodiment is further configured so that the sub-hull 4 is spherical or vertically spindle-shaped; a laterally extending connection point is added to the top of the hull frame 2 for connecting the cable 7 of the sub-hull 4 to expand the lateral layout space; the addition of the laterally extending connection point gives the hull frame 2 layout flexibility, so that it can adapt to pods 1 of different sizes and shapes, ensuring that a sufficient safety distance can be opened between the sub-hulls 4.
[0040] This embodiment is further configured such that the cable 7 is made of a steel cable, a carbon fiber cable 7 or other materials that are resistant to stretching and short-term high temperature. The requirement of stretching resistance is to ensure that the cable 7 can reliably withstand the huge lift and various dynamic loads of the sub-hull 4. The requirement of short-term high temperature resistance is an important safety design, which ensures that even if a sub-hull 4 burns, the cable 7 of its adjacent sub-hull 4 will not fail in a short time, thereby buying valuable time for the aircraft to take countermeasures.
[0041] This embodiment further includes a hull control system, which is used to retract and cut the cable 7 as needed and is located at the connection between the cable 7 and the sub-hull 4. The retraction function can be used to adjust flight altitude, perform ground maintenance, or adjust the posture of the sub-hull 4 group. The cut-off function is a core emergency response method, allowing the active jettisoning of a faulty sub-hull 4 in an emergency, such as if it loses control or is severely damaged, to ensure overall safety. Its location at the connection facilitates precise control of individual sub-hulls 4.
[0042] This embodiment further provides that the hull control system includes an emergency cutoff device 8 for executing the cutoff command from the cable 7 control system; a remote-controlled parachute is attached to the cable 7 to slow its descent after the cable 7 is severed; the emergency cutoff device 8 is an actuator for achieving rapid separation. The remote-controlled parachute is an important secondary safety feature, resolving the potential for high-speed damage to the pod 1 or ground targets below after the cable 7 is severed. A controlled and safe descent is achieved through the use of a deceleration parachute.
[0043] This embodiment is further configured to include a backup structure, which includes at least one folding skin 10 and a high-pressure gas source 9, which is used to quickly generate a backup sub-hull 4 when the main sub-hull 4 fails; when a sub-hull 4 is abandoned due to a failure, the backup structure can be quickly inflated and a new sub-hull 4 can be deployed to compensate for the lost lift, so that the aircraft can recover or maintain the flight state, greatly extending the mission execution time and enhancing the system resilience.
[0044] This embodiment further provides that the pod 1 is equipped with auxiliary structures, including auxiliary propellers 11 and landing gear 12 for providing thrust and adjusting the aircraft's attitude. The auxiliary propellers 11 provide the aircraft with the power required to overcome wind resistance, achieve fixed-point hovering, and adjust its heading and attitude. The landing gear 12 is essential equipment for ground takeoff, landing, parking, and maintenance.
[0045] This embodiment is further configured such that the pod 1 has a modular structure, and the number of layers of the pod 1 can be increased or decreased as needed; through the modularization of the pod 1, the number of layers and volume of the payload compartment, energy compartment or equipment compartment can be flexibly increased or decreased according to different mission requirements, thereby achieving high scalability and mission adaptability of the platform and reducing the cost of redesigning the entire aircraft for different missions.
[0046] The detailed connection means are well known in the art; Figure 1-2As shown, select and assemble the modules of the pod 1 based on specific mission requirements. For example, for long-endurance reconnaissance missions, additional energy modules and high-precision sensor modules can be added. Place the assembled pod 1 on a flat surface and deploy its landing gear 12. Securely mount the hull frame 2 to the upper wall of the pod 1. Inspect and connect all cable 7 connections, the hull control system, and the deployment interface of the backup structure on the hull frame 2. Deploy multiple sub-hulls 4, either folded or deflated, on the ground. Use tensile and high-temperature-resistant cables 7 to connect each sub-hull 4 to its corresponding connection point on the hull frame 2. Inspect the hull control system at each cable 7 connection to the sub-hull 4, ensuring that its emergency disconnector 8 and remote-controlled parachute are in standby mode. Install the folding hull 10 and the filled high-pressure gas source 9 into the aircraft's backup structure compartment and complete a system self-test to ensure it is ready for activation. Perform a comprehensive system check of the entire aircraft, including functional testing of the auxiliary propeller 11, control, communications, and all safety and redundancy systems.
[0047] Start the ground inflation equipment or the airborne gas-making equipment to inject buoyancy gas (such as hydrogen or helium) into all the main sub-hulls 4. As the gas is injected, the sub-hulls 4 gradually expand and generate lift.
[0048] When the total lift generated by all sub-hulls 4 exceeds the total weight of the aircraft, the aircraft begins to ascend vertically. During this process, the auxiliary propeller 11 is activated to provide attitude adjustment and initial horizontal direction control to prevent the aircraft from drifting at low altitude. During the climb, due to the design of the lengths and connection points of each cable 7, multiple sub-hulls 4 will naturally form a stable vertical staggered arrangement under the action of airflow. The operator fine-tunes the length of the cables 7 through the hull control system to ensure that the preset safety distance is achieved between adjacent sub-hulls 4 and between the sub-hulls 4 and the pod 1, forming a stable aerial safety array.
[0049] Once the aircraft reaches the predetermined airspace and altitude, the auxiliary propellers 11 will continue operating, using vectored thrust to offset wind effects, enabling precise hovering or cruising along a pre-set route. The mission equipment within the pod 1 will then begin operating, executing the long-duration mission. The central controller continuously monitors key parameters such as the air pressure, cable 7 tension, and flight attitude of each subhull 4. Based on changes in wind speed at altitude, the hull control system can fine-tune the length of each cable 7, optimizing the overall attitude of the subhull 4 group to minimize wind resistance.
[0050] Suppose one of the subhulls 4 experiences a gas leak due to an accident (such as being pierced by a flying object). The pressure sensor inside the subhull immediately detects the abnormality, and the central controller issues an alarm. The operator or the automatic control system activates the subhull control system and activates the emergency disconnector 8 at the connection of the cable 7 of subhull A. The cable 7 is instantly severed, and subhull A separates from the main body of the aircraft. After the cable 7 of subhull A is cut, the remote-controlled parachute pack on it is activated and opened, slowly floating down with the failed subhull and cable 7, preventing the high-speed fall from causing secondary damage to the pod 1 below or the ground. After subhull A is jettisoned, the total lift of the aircraft decreases. The auxiliary propeller 11 can temporarily increase the thrust to maintain altitude. The backup structure is activated, releasing a folding subhull 10, and the high-pressure gas source 9 quickly inflates it. The newly generated backup subhull 4 is lifted into the air, and its cable 7 is automatically or assisted by a robotic arm to connect to the backup interface of the subhull frame 2, restoring the lost lift of the aircraft. After resolving the single fault point, the entire aircraft restored its full working capability and the mission was able to continue, truly achieving long-term flight and high survivability.
[0051] Mission accomplished, the return route is planned, and the landing site cleared. By slowly and synchronously venting or compressing a small amount of buoyant gas from all subhulls 4, the aircraft's total lift is reduced to slightly less than its total weight, and a controlled descent begins. The auxiliary propellers 11 operate throughout the entire process, precisely controlling the descent speed and trajectory. As the aircraft approaches the ground, the landing gear 12 prepares for touchdown. Under the precise control of the auxiliary propellers 11, the aircraft lands smoothly. After landing, the aircraft is secured with ground tethering equipment to prevent it from being blown away by the wind.
[0052] The buoyancy gas within the subhull 4 is recovered, and the subhull skin is folded and stored. A detailed inspection and maintenance of the pod 1, hull frame 2, cable 7, and all control and emergency systems are performed. Based on the requirements of the next mission, the pod 1 module is replaced or reassembled in preparation for the next flight.
[0053] In order to further improve the operational stability of the aircraft under complex weather conditions and prevent the cables 7 of the multiple sub-hulls 4 from becoming entangled in strong winds or turbulence, the present invention also preferably provides an anti-entanglement device.
[0054] The anti-tangle device includes at least one support rod positioned between adjacent cables 7, and cable-climbing devices mounted on both ends of the support rod. The cable-climbing devices (i.e., rope climbers) have built-in power and clamping mechanisms, and can receive control commands, move up and down along the attached cables 7, and can be locked or partially locked at any designated position.
[0055] Under normal airflow conditions, the anti-entanglement device can be stored on the hull frame 2. When the aircraft encounters unstable airflow or the monitoring system predicts that there is a risk of cable (7) entanglement, the control system can remotely activate the device. The activated cable mover will drive the support rod to climb up along the respective cables 7 to a preset height, thereby forming a fixed physical distance between the cables 7, effectively preventing them from approaching each other, rubbing against each other, or even entangled due to wind force.
[0056] Depending on the complexity of wind conditions, multiple support rods can be deployed at different heights within a pair of cables 7 to create multi-point support. Alternatively, they can be deployed simultaneously between multiple pairs of adjacent cables 7 to form a three-dimensional, stable structure. Each support rod and its cable-guided motion mechanism can be independently controlled, enabling flexible combination and application to cope with changing airflow conditions.
[0057] The introduction of the anti-entanglement device has greatly enhanced the survivability and mission reliability of the aircraft in adverse weather conditions, ensuring that the safety of the split design is effectively guaranteed in actual operation.
[0058] It should be noted that, in this document, relational terms such as first and second, etc. are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations.
[0059] The above description is merely a preferred embodiment of the present invention and does not constitute any form of limitation to the present invention. Although the present invention has been disclosed as a preferred embodiment, it is not intended to limit the present invention. Any person skilled in the art can make some changes or modifications to equivalent embodiments using the technical contents disclosed above without departing from the scope of the technical solution of the present invention. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.
Claims
1. A split-type long-dwelling airship-type aircraft, comprising a pod (1), characterized in that: A hull frame (2) is provided on the upper wall of the pod (1), and a sub-hull (4) is provided on the hull frame (2). The sub-hull (4) is connected to the hull frame (2) via an independent cable (7) and is arranged above the pod (1), and a plurality of the sub-hulls (4) are staggered in a vertical space.
2. A split-type long-altitude airship-type aircraft according to claim 1, characterized in that: A preset safety distance is maintained between adjacent sub-hulls (4), and between the sub-hulls (4) and the pod (1); the safety distance is a distance sufficient to ensure that when a single sub-hull (4) explodes, the shock wave and heat radiation generated will not cause structural damage or ignition to adjacent sub-hulls (4) or the pod (1).
3. The split-type long-altitude airship aircraft according to claim 1, characterized in that: A transversely extending connection point is installed on the top of the hull frame (2) for connecting the cable (7) of the sub-hull (4) to expand the transverse arrangement space.
4. The split-type long-altitude airship aircraft according to claim 1, characterized in that: The cable (7) is made of a steel cable, a carbon fiber cable (7) or other materials that are resistant to stretching and short-term high temperature.
5. The split-type long-altitude airship aircraft according to claim 1, characterized in that: It also includes a hull control system, which is used to retract and cut the cable (7) as needed and is arranged at the connection between the cable (7) and the sub-hull (4).
6. The split-type long-altitude airship aircraft according to claim 5, characterized in that: The hull control system includes an emergency cutoff device (8) for executing the cutoff instruction of the cable (7) control system; a remote control parachute bag is provided on the cable (7) for slowing down the falling speed of the cable (7) after the cable (7) is cut off.
7. The split-type long-altitude airship-type aircraft according to claim 1, characterized in that: It also includes a backup structure, which includes at least one folding boat skin (10) and a high-pressure gas source (9) for quickly generating a backup sub-hull (4) when the main sub-hull (4) fails.
8. The split-type long-altitude airship-type aircraft according to claim 1, characterized in that: The pod (1) is provided with an auxiliary structure, which comprises an auxiliary propeller (11) and a landing gear (12) for providing thrust for the aircraft and performing attitude adjustment.
9. The split-type long-altitude airship aircraft according to claim 1, characterized in that: The pod (1) has a modular structure, and the number of layers of the pod (1) can be increased or decreased as needed.