Vertical take-off and landing unmanned aerial vehicle with take-off and landing protection structure and control method thereof

Abstract

The application relates to the technical field of unmanned planes, and particularly discloses a vertical-lift unmanned plane with a take-off and landing protection structure and a control method thereof; the unmanned plane comprises a fuselage, a driving mechanism and two groups of symmetrically arranged take-off and landing buffer mechanisms; the take-off and landing buffer mechanism comprises a rotating frame, a supporting frame and a damper; the rotating frame is connected with the output end of the driving mechanism; the supporting frame is hingedly connected with the end portion of the rotating frame; and the two ends of the damper are hingedly connected with the rotating frame and the supporting frame respectively to buffer relative rotation; the driving mechanism can drive the rotating frame to switch between a downward landing state and a horizontal anti-collision state; the control method comprises the steps of flight state judgment, take-off and landing mode switching and multi-stage cooperative protection; the landing buffer and the flight anti-collision function are integrated by the dynamically switchable take-off and landing protection mechanism; the full-cycle intelligent protection of the unmanned plane under complex working conditions is realized; and the environmental adaptability and task reliability of the unmanned plane are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) technology, specifically to a vertical take-off and landing (VTOL) UAV with a take-off and landing protection structure and its control method. Background Technology

[0002] Vertical takeoff and landing (VTOL) drones, as efficient aerial work platforms, have been widely used in logistics, agricultural plant protection, aerial surveying and mapping, and emergency rescue. Their complex and diverse operating environments place high demands on flight stability and takeoff and landing adaptability. The landing protection structure, as a key system ensuring the safe operation of drones throughout their entire lifecycle, not only relates to the safety and stability during takeoff and landing but also directly affects the impact resistance during flight and the overall reliability when parked on the ground. Therefore, achieving multi-functional integration and intelligent control of the landing protection structure has become an important research direction for improving the overall performance of drones.

[0003] Current improvements to UAV landing gear generally follow a function-oriented design approach, which involves structural enhancements to address specific performance shortcomings. This is mainly reflected in the application of buffer elements to the landing gear to absorb landing impacts, and the inclusion of retraction mechanisms to retract the landing gear during flight, thereby reducing air resistance and improving aerodynamic efficiency. These improvements effectively enhance the local performance of the landing gear in their respective target dimensions.

[0004] However, existing landing gear systems still have significant shortcomings: their cushioning function is completely separated from their flight protection function; when the landing gear is retracted in flight, it exists only as an ineffective load, neither fully utilizing its structural value nor providing any protection during flight; this single-function design approach requires the UAV to be equipped with an additional independent anti-collision structure, which not only increases weight and space occupation, but also makes it difficult to achieve integrated structural functions, thus restricting further improvement of the overall performance of the UAV. Summary of the Invention

[0005] To address the technical problems in the prior art, this invention provides a vertical take-off and landing unmanned aerial vehicle (UAV) with a landing protection structure and its control method, aiming to solve the problem that the landing gear of existing UAVs has a single function and the various systems are independent of each other, making it difficult to achieve integrated protection under all working conditions.

[0006] The technical solution of the present invention is as follows: A vertical takeoff and landing unmanned aerial vehicle (UAV) with a landing protection structure includes the UAV body, a drive mechanism, and a landing buffer mechanism, wherein... The drive mechanism is located at the bottom of the drone body; The take-off and landing buffer mechanism includes two sets, which are symmetrically arranged on both sides of the bottom of the UAV body and are driven and connected to the drive mechanism. Each set of the landing and catching mechanism includes a rotating frame, a support frame, and a damper; one end of the rotating frame is connected to the output end of the drive mechanism; one end of the support frame is hinged to the other end of the rotating frame; the damper is disposed between the rotating frame and the support frame, and both ends of the damper are respectively hinged to the rotating frame and the support frame, for buffering the relative rotation of the two. In the first working state, the drive mechanism drives and maintains the rotating frame in a downward angle, so that the plane where the rotating frame is located forms an acute angle with the horizontal plane, so that the support frame is in the landing position for landing buffer and ground support; In the second working state, the drive mechanism drives and keeps the rotating frame in a horizontal position, so that the rotating frame and the support frame are located together on the side of the fuselage, forming a side collision avoidance structure in flight.

[0007] Optionally, the lifting and lowering buffer mechanism further includes a limiting block; The rotating frame and the support frame form an obtuse angle structure at the hinge. The limiting block is located at the hinge of the rotating frame and the support frame and is located outside the obtuse angle structure. It is used to maintain the obtuse angle between the plane of the rotating frame and the plane of the support frame in the normal state.

[0008] Optionally, the lifting and lowering buffer mechanism may further include rollers; The roller is detachably connected to the bottom end of the support frame to reduce friction when the support frame and the contact surface move relative to each other.

[0009] Optionally, the rotating frame and the support frame are designed with a hollowed-out shape.

[0010] Optionally, the drive mechanism includes a mounting cover, a dual-axis motor, and a linkage component, wherein, The mounting cover is fixedly installed on the bottom of the drone body, and mounting slots are provided on both sides of the cover corresponding to the position of the rotating frame. One end of the rotating frame is rotatably connected to the mounting slot through a rotating shaft. The dual-axis motor is fixedly installed inside the mounting cover; The linkage is located inside the mounting cover, connected to the output shaft of the dual-axis motor, and driven to one end of each of the two rotating frames located in the mounting slot. It is used to transmit the power of the dual-axis motor to the two rotating frames and drive them to rotate synchronously and in opposite directions.

[0011] Optionally, the linkage includes a drive gear, a linkage rod, and a linkage gear, wherein, The drive gears are provided in two sets, which are rotatably mounted in the mounting slot at the corresponding rotating frame via linkage rods; each set of drive gears includes two gears, which are fixed to both ends of a linkage rod. The rotating frame has a sector gear at one end that extends into the mounting slot and meshes with the corresponding set of drive gears. The output shafts at both ends of the dual-axis motor are respectively fixedly connected to the linkage rod of one of the drive gears; The linkage gear is rotatably mounted in the mounting slot and located between the two sets of drive gears, and simultaneously meshes with the two sets of drive gears to transmit power and ensure their synchronous reverse rotation.

[0012] Optionally, the drone body includes a fuselage, wings, and collision protection components, wherein, The aircraft has four wings, which are evenly distributed around the perimeter of the fuselage; The anti-collision components consist of four sets, each fitted onto the outer end of one of the wings.

[0013] Optionally, the anti-collision component includes an arc-shaped anti-collision bar, a sleeve, and a locking component, wherein, The arc-shaped anti-collision bar is located on the periphery of the wing and extends circumferentially along the wing to form a protective structure; The sleeve is fitted onto the outer end of the wing and is fixedly connected to the arc-shaped anti-collision bar; The locking element is located at the bottom of the sleeve and is used to fasten the sleeve to the wing.

[0014] Optionally, the drone body may also include legs; The support legs include four, which are respectively located at the bottom of the fuselage corresponding to the wing position; the plane where the bottom end of the support leg is located is higher than the position of the bottom end of the support frame in the first working state, and lower than the position of the bottom end of the rotating frame in the first working state.

[0015] The present invention also provides a control method for a vertical takeoff and landing unmanned aerial vehicle (UAV) with a takeoff and landing protection structure as described above, the control method comprising: S1: Flight Status Assessment Steps Real-time acquisition of the drone's flight status to determine whether it is in flight or landing status; S2: Steps for switching takeoff and landing modes S21: If the flight state is determined, the control drive mechanism drives the rotating frame to swing to the second working state of horizontal, so that the landing buffer mechanism forms a flight collision avoidance structure. S211: The collision protection structure composed of the rotating frame and the support frame serves as the first-level buffer zone. When the UAV is hit from the side, the collision protection structure composed of the rotating frame and the support frame serves as the main protection zone. The impact energy is absorbed and dissipated in an active buffering manner through the rotation compression damper of the support frame. S212: The collision protection component serves as a second-level buffer zone. When the edge of the drone's wing is impacted, the collision protection component fitted on the outer end of the wing acts as an auxiliary protection zone. Through its own structural deformation and displacement, it disperses and absorbs the impact energy in a passive buffering manner. S22: If it is determined to be a landing state, control the drive mechanism to drive the rotating frame to swing to the first working state of downward tilt, so that the landing buffer mechanism constitutes a landing buffer structure. S221: The main buffer system consists of a support frame, a damper, and a roller. The support frame rotates to compress the damper and the roller rolls to absorb and dissipate the landing impact. Based on the viscous damping force provided by the damper, the rebound of the support frame is suppressed. At the same time, the output of the UAV power system is controlled to stabilize the attitude and ensure the landing attitude is stable. S222: The outriggers provide ultimate protection by contacting the ground when the buffer travel is too large, preventing the rotating frame or the machine body from touching the ground.

[0016] Compared with the prior art, the vertical take-off and landing unmanned aerial vehicle (UAV) with a take-off and landing protection structure and its control method provided by the present invention have the following beneficial effects: (1) The structure and functions are highly integrated through the drivable landing buffer mechanism, which integrates the traditionally independent landing buffer and flight collision avoidance functions into the same mechanical structure. The mechanism can switch between the downward landing state and the horizontal flight collision avoidance state, reducing the problem of functional modular stacking. It not only eliminates the need for a separate side collision avoidance frame, significantly reducing the weight of the whole machine, but also optimizes the overall layout, creating favorable conditions for the UAV to carry more mission equipment or extend flight time.

[0017] (2) In flight, the landing buffer mechanism retracts to the side of the fuselage to form the main protection zone, and the impact energy is actively absorbed through the cooperation of the hinge structure and the damper; at the same time, the anti-collision components around the wing constitute the auxiliary protection zone, forming a complete anti-collision system with zoned cooperation.

[0018] (3) During landing, the main buffer system consisting of the support frame, damper and roller can effectively absorb the landing impact. The viscous damping force provided by the damper can suppress rebound. Together with the attitude control of the UAV power system, they can ensure the smooth and reliable landing process.

[0019] (4) By intelligently switching working modes according to flight status, the UAV is always in the optimal protective posture; the deep integration of mechanical buffering and active control during landing, as well as the safety guarantee of the outriggers under extreme conditions, form a complete intelligent protection system, which significantly improves the mission reliability and environmental adaptability of UAVs in complex environments. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of a vertical take-off and landing unmanned aerial vehicle (UAV) with a take-off and landing protection structure in the first state according to the present invention. Figure 2This is a schematic diagram of the overall structure of a vertical take-off and landing unmanned aerial vehicle with a landing protection structure in the second state according to the present invention. Figure 3 This is a schematic diagram of the side structure of a vertical take-off and landing unmanned aerial vehicle with a landing protection structure in the first state according to the present invention. Figure 4 This is a schematic diagram of the drive mechanism of a vertical take-off and landing unmanned aerial vehicle with a take-off and landing protection structure according to the present invention. Figure 5 for Figure 4 Sectional view along line AA; Figure 6 This is a schematic diagram of a landing buffer mechanism for a vertical take-off and landing unmanned aerial vehicle with a landing protection structure according to the present invention. Figure 7 for Figure 6 Enlarged view of point A in the middle; Figure 8 This is a schematic diagram showing the breakdown of the anti-collision structure of a vertical take-off and landing unmanned aerial vehicle (UAV) with a take-off and landing protection structure according to the present invention.

[0021] In the diagram: 1. UAV body; 11. Airframe; 12. Wing; 13. Collision protection; 131. Arc-shaped collision protection bar; 132. Sleeve; 133. Locking component; 14. Support leg; 2. Drive mechanism; 201. Mounting slot; 21. Mounting cover; 22. Dual-axis motor; 23. Linkage component; 231. Drive gear; 232. Linkage rod; 233. Linkage gear; 3. Landing buffer mechanism; 31. Rotating frame; 311. Sector gear; 32. Support frame; 33. Damper; 34. Limit block; 35. Roller. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0023] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.

[0024] In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention.

[0025] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0026] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0027] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. Additionally, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0028] Please see Figure 1-8 The present invention provides a vertical take-off and landing protection structure for a vertical take-off and landing unmanned aerial vehicle (UAV), including a UAV body 1, a drive mechanism 2, and a take-off and landing buffer mechanism 3.

[0029] like Figure 1-6As shown, the drive mechanism 2 is located at the bottom of the UAV body 1; the landing and takeoff buffer mechanism 3 includes two sets, which are symmetrically arranged on both sides of the bottom of the UAV body 1 and are driven and connected to the drive mechanism 2; each set of landing and takeoff buffer mechanism 3 includes a rotating frame 31, a support frame 32 and a damper 33; one end of the rotating frame 31 is connected to the output end of the drive mechanism 2; one end of the support frame 32 is hinged to the other end of the rotating frame 31; the damper 33 is arranged between the rotating frame 31 and the support frame 32, and both ends of the damper 33 are hinged to the rotating frame 31 and the support frame 32 respectively, for buffering the relative rotation of the two. In the first working state, the drive mechanism 2 drives and keeps the rotating frame 31 in an oblique downward posture, so that the plane where the rotating frame 31 is located forms an acute angle with the horizontal plane, and the support frame 32 is in the landing position for landing buffer and ground support. In the second working state, the drive mechanism 2 drives and keeps the rotating frame 31 in a horizontal position, so that the rotating frame 31 and the support frame 32 are located together on the side of the fuselage, forming a side collision avoidance structure in flight.

[0030] Specifically, by setting up a landing buffer mechanism 3 that can be driven by the drive mechanism 2, and enabling it to have two stable attitudes—a first working state at an angle downwards and a second working state at a horizontal level—this invention successfully integrates the traditionally independent landing buffer function and flight collision avoidance function into the same mechanical structure. This not only fundamentally solves the problem of functional modular stacking and achieves a highly compact and lightweight structure, eliminating the need for a separate side collision avoidance frame, but more importantly, it gives the UAV the ability to intelligently switch to the optimal protection mode according to flight or landing conditions. In the first working state, the entire mechanism acts as a highly efficient landing buffer system; in the second working state, it retracts to the side of the fuselage, serving as a side collision avoidance structure that combines rigidity and buffering capacity, achieving full-cycle protection.

[0031] Among them, the damper 33 is preferably a hydraulic damper, and the setting of its damping force is the core of achieving effective buffering. Based on the overall weight of the UAV body 1, the drive mechanism 2 and the landing buffer mechanism 3, that is, the equivalent mass of the UAV when landing, the damping force of the damper 33 needs to be configured to match the total weight of the UAV to meet the following two key working conditions: First, under normal landing impact, it can provide sufficient force to smoothly absorb most of the impact kinetic energy, avoid the support frame 32 from compressing too quickly and causing the mechanism to bottom out, and achieve a soft landing; Second, the damping force can effectively suppress the rebound amplitude of the support frame 32 after the maximum compression position, and prevent the UAV attitude from becoming unstable due to excessive rebound. Those skilled in the art can determine and select a damper 33 with a suitable damping coefficient through conventional dynamic calculations or experiments based on the weight and typical landing speed of the specific UAV model.

[0032] In some embodiments, such as Figure 7As shown, the landing buffer mechanism 3 also includes a limiting block 34; the rotating frame 31 and the support frame 32 form an obtuse angle structure at the hinge, and the limiting block 34 is located at the hinge of the rotating frame 31 and the support frame 32 and is located outside the obtuse angle structure, so as to maintain the obtuse angle between the plane of the rotating frame 31 and the plane of the support frame 32 in the normal state.

[0033] Specifically, the limiting block 34 is a key component in this embodiment. It is located on the outside of the obtuse angle structure, and its core function is to limit the downward rotation of the support frame 32 to its extreme position, thereby actively maintaining an upward obtuse angle structure in the non-working state. The underlying reason for this design is that the preset obtuse angle serves the collision avoidance function during flight. When the UAV encounters a side impact in the second working state, the impact force will force the support frame 32 to rotate upward around the hinge. Even if the obtuse angle becomes smaller, the damper 33 will be compressed immediately, and the buffering mechanism will be activated to absorb energy. If the rotating frame 31 and the support frame 32 are on the same straight line, they may not be able to bend along the hinge when impacted, and will not be able to generate an effective buffering stroke, resulting in a rigid impact. Therefore, by maintaining the obtuse angle, the limiting block 34 provides the necessary structural premise and preparation for the buffering action during flight collision avoidance.

[0034] In some embodiments, such as Figure 6 As shown, the lifting and lowering buffer mechanism 3 also includes a roller 35; the roller 35 is detachably connected to the bottom end of the support frame 32 to reduce friction when the support frame 32 moves relative to the contact surface.

[0035] Specifically, this embodiment further optimizes the performance of the buffering process by adding a roller 35. Whether the support frame 32 swings upward to compress the damper 33 after contacting the ground during landing, or swings upward due to an impact during flight, the bottom end of the support frame 32 will have a small horizontal displacement relative to the contact surface, i.e., the ground or the impacting object. The role of the roller 35 is to transform the original sliding friction into rolling friction in this process, thereby greatly reducing the friction force. This not only makes the swing of the support frame 32 smoother, but also ensures that the damper 33 can absorb the impact energy efficiently and without obstruction, avoiding the impact of jamming on the buffering effect. At the same time, the detachable design also facilitates quick replacement and maintenance after the roller wears out.

[0036] In some embodiments, such as Figure 6 As shown, the rotating frame 31 and the support frame 32 are hollowed out.

[0037] Specifically, the hollow design in this embodiment is an effective lightweight design method. Under the premise of ensuring that the rotating frame 31 and the support frame 32 have sufficient structural strength to withstand landing impact and flight impact, the removal of excess material through the hollow process can significantly reduce the overall weight of the landing buffer mechanism 3. This is crucial for the aircraft, as the reduced weight can be directly converted into longer flight time or allow for carrying heavier mission payloads, thereby improving the overall mission capability of the UAV.

[0038] In some embodiments, such as Figure 4 As shown, the drive mechanism 2 includes a mounting cover 21, a dual-axis motor 22, and a linkage 23. The mounting cover 21 is fixedly installed on the bottom of the UAV body 1, and mounting slots 201 are provided on both sides corresponding to the positions of the rotating frames 31. One end of the rotating frame 31 is rotatably connected to the mounting slot 201 through a rotating shaft. The dual-axis motor 22 is fixedly installed inside the mounting cover 21. The linkage 23 is located inside the mounting cover 21, connected to the output shaft of the dual-axis motor 22, and driven to one end of each of the two rotating frames 31 located in the mounting slots 201. It is used to transmit the power of the dual-axis motor 22 to the two rotating frames 31 and drive them to rotate synchronously and in opposite directions.

[0039] Specifically, this embodiment provides a compact and reliable drive solution; the mounting cover 21 serves as the load-bearing and protective shell for the entire drive mechanism 2, and its core power source, the dual-axis motor 22, transmits power synchronously to the rotating frames 31 on both sides through a linkage 23; the core advantage of this design is that it ensures that the take-off and landing buffer mechanisms 3 on both sides can rotate synchronously and in opposite directions, thus ensuring the stability of the UAV during the take-off and landing mode switching process.

[0040] In a preferred embodiment of this invention, a first limiting member and a second limiting member may also be provided inside the mounting cover 21. The first limiting member is located below the rotation path of the rotating frame 31. When the drive mechanism 2 drives the rotating frame 31 to swing to the first downward-sloping working state, the first limiting member abuts against the bottom of the rotating frame 31, providing precise mechanical limiting to ensure that it reaches and stabilizes in the preset landing posture, while effectively mitigating the impact load borne by the dual-axis motor 22 and its transmission mechanism at the endpoint. Correspondingly, the second limiting member is located above the rotation path of the rotating frame 31. When the rotating frame 31 is driven to the second horizontal working state, the second limiting member abuts against the top of the rotating frame 31, also playing the role of precise limiting and impact protection. The coordinated work of these two limiting members ensures the accuracy, repeatability, and reliability of the landing buffer mechanism 3 in switching between the two working states.

[0041] In some embodiments, such as Figure 4As shown, the linkage 23 includes a drive gear 231, a linkage rod 232, and a linkage gear 233. Two sets of drive gears 231 are provided, each rotatably mounted in the mounting groove 201 at a corresponding rotating frame 31 via the linkage rod 232. Each set of drive gears 231 includes two gears, each fixed to one end of a linkage rod 232. One end of the rotating frame 31 extending into the mounting groove 201 is provided with a sector gear 311 that meshes with the corresponding set of drive gears 231. The output shafts at both ends of the dual-axis motor 22 are fixedly connected to the linkage rod 232 of one set of drive gears 231. The linkage gear 233 is rotatably mounted in the mounting groove 201, located between the two sets of drive gears 231, and meshes with both sets of drive gears 231 simultaneously to transmit power and ensure their synchronous reverse rotation.

[0042] Specifically, this embodiment discloses a preferred mechanical implementation of the linkage 23; it constitutes a precision gear transmission system; the dual-shaft motor 22 directly drives one set of drive gears 231 to rotate, and this power is transmitted to the other set of drive gears 231 through the linkage gear 233 located in the middle. Due to the principle of gear meshing, the rotation directions of the two sets of drive gears 231 are always opposite; the drive gears 231 mesh with the sector gears 311 fixed on the rotating frame 31, converting the rotational motion into the oscillation of the rotating frame 31; this structure ensures that even under the drive of a single power source, the two rotating frames 31 can accurately achieve synchronous and opposite oscillation, with strong consistency of action and precise and reliable control.

[0043] In some embodiments, such as Figure 1-2 As shown, the UAV body 1 includes a body 11, wings 12 and anti-collision components 13. There are four wings 12, which are evenly distributed around the perimeter of the body 11. There are four sets of anti-collision components 13, which are respectively fitted onto the outer end of each wing 12.

[0044] Specifically, this embodiment constructs the basic platform and initial protection for the UAV; the quadcopter layout is a typical configuration of vertical take-off and landing UAVs, and the anti-collision component 13 is directly installed on the outer end of the wing 12, which is most prone to collision, forming the primary protection for the power system; together with the landing buffer mechanism 3, it constitutes the protection system of the UAV, but the two have different focuses in terms of protection space and function: the landing buffer mechanism 3 mainly protects the side of the fuselage, while the anti-collision component 13 protects the periphery of the wing.

[0045] In some embodiments, such as Figure 8 As shown, the anti-collision component 13 includes an arc-shaped anti-collision bar 131, a sleeve 132, and a locking component 133. The arc-shaped anti-collision bar 131 is located on the periphery of the wing 12 and extends circumferentially along the wing 12 to form a protective structure. The sleeve 132 is fitted onto the outer end of the wing 12 and is fixedly connected to the arc-shaped anti-collision bar 131. The locking component 133 is located at the bottom of the sleeve 132 and is used to fasten the sleeve 132 to the wing 12.

[0046] Specifically, this embodiment elaborates on the structure of the anti-collision component 13; the shape of the arc-shaped anti-collision bar 131 can better guide the aircraft to slide away when a collision occurs, and absorb some of the impact energy through its own slight deformation, which is a passive buffer; the sleeve 132 and the locking component 133 provide a simple and reliable installation method, so that the anti-collision component 13 can be firmly installed on the wing 12, and it is also easy to disassemble and replace.

[0047] In some embodiments, such as Figure 1-3 As shown, the UAV body 1 also includes four legs 14, which are respectively located at the bottom of the body 11 corresponding to the wing 12. The plane of the bottom end of the legs 14 is higher than the bottom end of the support frame 32 in the first working state, and lower than the bottom end of the rotating frame 31 in the first working state, as shown. Figure 3 As shown.

[0048] Specifically, the support leg 14 in this embodiment is a safety redundancy design; its height setting has a clear functional purpose: higher than the bottom of the support frame 32, it ensures that during normal landing, the main buffer system composed of the support frame 32 and the damper 33 can make priority contact with the ground and complete the buffer stroke, and the support leg 14 will not touch the ground prematurely and interfere with the buffer process; lower than the bottom of the rotating frame 31, it means that when the main buffer system is completely compressed due to excessive impact or soft ground, the support leg 14 can make timely contact with the ground, as a final limiter, to prevent the more precise and expensive rotating frame 31, drive mechanism 2 or body 11 from directly hitting the ground, thereby playing an ultimate protective role.

[0049] The present invention also provides a control method for a vertical takeoff and landing unmanned aerial vehicle with a landing protection structure, the control method comprising: S1: Flight Status Assessment Steps Real-time acquisition of the drone's flight status to determine whether it is in flight or landing status; S2: Steps for switching takeoff and landing modes S21: If the flight state is determined, the control drive mechanism drives the rotating frame to swing to the second working state of horizontal, so that the landing buffer mechanism forms a flight collision avoidance structure. S211: The collision protection structure composed of the rotating frame and the support frame serves as the first-level buffer zone. When the UAV is hit from the side, the collision protection structure composed of the rotating frame and the support frame serves as the main protection zone. The impact energy is absorbed and dissipated in an active buffering manner through the rotation compression damper of the support frame. S212: The collision protection component serves as a second-level buffer zone. When the edge of the drone's wing is impacted, the collision protection component fitted on the outer end of the wing acts as an auxiliary protection zone. Through its own structural deformation and displacement, it disperses and absorbs the impact energy in a passive buffering manner. S22: If the landing state is determined, control the drive mechanism to drive the rotating frame to swing to the first working state of downward tilt, so that the landing buffer mechanism forms a landing buffer structure. S221: The main buffer system consists of a support frame, a damper, and a roller. The support frame rotates to compress the damper and the roller rolls to absorb and dissipate the landing impact. Based on the viscous damping force provided by the damper, the rebound of the support frame is suppressed. At the same time, the output of the UAV power system is controlled to stabilize the attitude and ensure the landing attitude is stable. S222: The outriggers provide ultimate protection by contacting the ground when the buffer travel is too large, preventing the rotating frame or the machine body from touching the ground.

[0050] The execution of this method relies on the existing flight control system integrated on the UAV and the necessary sensor system, such as sensors for sensing flight altitude and aircraft attitude; the essence of the method is that the flight control system drives and coordinates the take-off and landing buffer mechanism 3, the anti-collision component 13, and the UAV power system according to preset logic to achieve full-cycle intelligent protection; the control method operates in the following specific process: First, in the flight status determination step S1, the flight control system automatically determines whether the UAV is currently in flight or landing state based on real-time data fed back by the sensor system, such as altitude information, throttle commands, and attitude information; this step forms the basis for all subsequent control decisions.

[0051] Subsequently, in the takeoff and landing mode switching step S2, the flight control system issues precise commands to the controller of the drive mechanism 2 based on the judgment conclusion of S1.

[0052] If the flight state is determined, sub-step S21 is executed, which controls the drive mechanism 2 to drive the rotating frame 31 to swing upward to the second working state of horizontal and maintain it, so that the landing buffer mechanism 3 is retracted to the side of the fuselage to form a flight collision avoidance structure.

[0053] If the landing state is determined, sub-step S22 is executed, which controls the drive mechanism 2 to drive the rotating frame 31 to swing downward to the first working state of downward tilt and maintain it, so that the landing buffer mechanism 3 is deployed to form a landing buffer structure.

[0054] After the mode is switched to flight mode, the flight collision avoidance execution procedure S31 is activated.

[0055] When the drone is hit from the side, the anti-collision structure consisting of the rotating frame 31 and the support frame 32 serves as the main protection zone. The impact force will drive the support frame 32 to rotate upward around the hinge point, immediately compressing the damper 33. Through the energy dissipation effect of the damper 33, most of the impact energy is absorbed and dissipated in an active buffering manner.

[0056] When an impact occurs around the wing perimeter, the anti-collision component 13 fitted onto the outer end of the wing 12 serves as an auxiliary protection zone; its arc-shaped anti-collision bar 131 and other structures disperse and absorb impact energy in a passive buffering manner through their own elastic deformation and displacement; the main and auxiliary protection zones are effective simultaneously and complement each other, together forming a complete flight collision avoidance system covering the side and perimeter of the fuselage.

[0057] After the mode is switched to landing mode, the landing buffer execution process S32 begins.

[0058] In S321, the support frame 32 first contacts the ground. The landing impact drives it to rotate around the hinge point, compressing the damper 33 and forming the main buffer. The viscous damping force provided by the damper 33 is the key to smoothly absorbing the impact kinetic energy and effectively suppressing the rebound of the support frame 32. At the same time, the roller 35 at the bottom of the support frame 32 rolls with its rotation, converting sliding friction into rolling friction, significantly reducing the resistance during the displacement process and ensuring smooth buffering action. Meanwhile, the flight control system will coordinate with the UAV power system to output attitude stabilizing torque, which works in conjunction with the buffering and anti-rebound effect of the damper 33 to jointly counteract the shaking of the aircraft and ensure a stable landing attitude.

[0059] In S322, the support leg 14 serves as the ultimate limit protection mechanism. Its bottom plane is precisely designed so that it only contacts the ground when the main buffer system, namely the support frame 32 and the damper 33, has too much travel, thereby preventing the rotating frame 31 or the body 11 from directly impacting the ground and providing ultimate safety assurance.

[0060] In summary, the control process protected by the claims of this method achieves automatic and precise switching between flight collision avoidance and landing buffer modes of the take-off and landing protection mechanism through intelligent perception and decision-making of the UAV status by the flight control system, and coordinates mechanical buffering and active control, ultimately achieving adaptive and multi-layered safety protection for the UAV throughout the entire mission cycle.

[0061] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A vertical takeoff and landing unmanned aerial vehicle (UAV) with a landing protection structure, characterized in that, It includes the UAV body (1), the drive mechanism (2), and the take-off and landing buffer mechanism (3), wherein, The drive mechanism (2) is located at the bottom of the UAV body (1); The take-off and landing buffer mechanism (3) includes two sets, which are symmetrically arranged on both sides of the bottom of the UAV body (1) and are connected to the drive mechanism (2) for driving. Each set of the landing and landing buffer mechanism (3) includes a rotating frame (31), a support frame (32), and a damper (33); one end of the rotating frame (31) is connected to the output end of the drive mechanism (2); one end of the support frame (32) is hinged to the other end of the rotating frame (31); the damper (33) is disposed between the rotating frame (31) and the support frame (32), and both ends of the damper (33) are hinged to the rotating frame (31) and the support frame (32) respectively, for buffering the relative rotation of the two; In the first working state, the drive mechanism (2) drives and maintains the rotating frame (31) in a downward angle, so that the plane where the rotating frame (31) is located forms an acute angle with the horizontal plane, so that the support frame (32) is in the landing position for landing buffer and ground support; In the second working state, the drive mechanism (2) drives and keeps the rotating frame (31) in a horizontal position, so that the rotating frame (31) and the support frame (32) are located together on the side of the fuselage, forming a side collision protection structure in flight.

2. A vertical takeoff and landing protection structure for a UAV according to claim 1, characterized in that, The lifting and lowering buffer mechanism (3) also includes a limiting block (34); The rotating frame (31) and the support frame (32) form an obtuse angle structure at the hinge. The limiting block (34) is located at the hinge of the rotating frame (31) and the support frame (32) and is located outside the obtuse angle structure. It is used to maintain the obtuse angle between the plane of the rotating frame (31) and the plane of the support frame (32) in the normal state.

3. A vertical takeoff and landing protection structure for a UAV according to claim 2, characterized in that, The lifting and lowering buffer mechanism (3) also includes a roller (35); The roller (35) is detachably connected to the bottom end of the support frame (32) to reduce friction when the support frame (32) moves relative to the contact surface.

4. A vertical takeoff and landing protection structure for a UAV according to claim 2, characterized in that, The rotating frame (31) and the support frame (32) are hollowed out.

5. A vertical takeoff and landing protection structure for a UAV according to claim 1, characterized in that, The drive mechanism (2) includes a mounting cover (21), a dual-axis motor (22), and a linkage (23), wherein, The mounting cover (21) is fixedly installed on the bottom of the UAV body (1), and mounting slots (201) are provided on both sides corresponding to the position of the rotating frame (31). One end of the rotating frame (31) is rotatably connected to the mounting slot (201) through a rotating shaft. The dual-axis motor (22) is fixedly installed inside the mounting cover (21); The linkage (23) is located inside the mounting cover (21), connected to the output shaft of the dual-axis motor (22), and driven to one end of the two rotating frames (31) located in the mounting groove (201), respectively, to transmit the power of the dual-axis motor (22) to the two rotating frames (31) and drive them to rotate synchronously and in opposite directions.

6. A vertical takeoff and landing protection structure for a UAV according to claim 5, characterized in that, The linkage component (23) includes a drive gear (231), a linkage rod (232), and a linkage gear (233), wherein, The drive gears (231) are provided in two sets, which are rotatably mounted in the mounting slot (201) at the corresponding rotating frame (31) via the linkage rod (232); each set of drive gears (231) includes two gears, which are fixed to the two ends of a linkage rod (232); The rotating frame (31) is provided with a sector gear (311) that meshes with the corresponding set of drive gears (231) at one end of the mounting groove (201). The output shafts at both ends of the dual-axis motor (22) are respectively fixedly connected to the linkage rod (232) of one of the drive gears (231); The linkage gear (233) is rotatably disposed in the mounting groove (201) and located between the two sets of drive gears (231), and simultaneously meshes with the two sets of drive gears (231) to transmit power and ensure their synchronous reverse rotation.

7. A vertical takeoff and landing protection structure for a UAV according to claim 1, characterized in that, The UAV body (1) includes a fuselage (11), wings (12), and anti-collision components (13), wherein, There are four wings (12), which are evenly distributed around the periphery of the fuselage (11); The anti-collision components (13) are in four groups and are respectively fitted onto the outer end of each of the wings (12).

8. A vertical takeoff and landing protection structure for a UAV according to claim 7, characterized in that, The anti-collision component (13) includes an arc-shaped anti-collision bar (131), a sleeve (132), and a locking component (133), wherein, The arc-shaped anti-collision bar (131) is located on the periphery of the wing (12) and extends circumferentially along the wing (12) to form a protective structure; The sleeve (132) is fitted onto the outer end of the wing (12) and is fixedly connected to the arc-shaped anti-collision bar (131); The locking element (133) is located at the bottom of the sleeve (132) and is used to fasten the sleeve (132) to the wing (12).

9. A vertical takeoff and landing protection structure for a UAV according to claim 7, characterized in that, The drone body (1) also includes legs (14). The support legs (14) include four, which are respectively located at the bottom of the fuselage (11) corresponding to the position of the wing (12); the plane at the bottom of the support legs (14) is higher than the position of the bottom of the support frame (32) in the first working state, and lower than the position of the bottom of the rotating frame (31) in the first working state.

10. A control method for a vertical takeoff and landing unmanned aerial vehicle (UAV) with a landing protection structure as described in any one of claims 1-9, characterized in that, The control method includes: S1: Flight Status Assessment Steps Real-time acquisition of the drone's flight status to determine whether it is in flight or landing status; S2: Steps for switching takeoff and landing modes S21: If the flight state is determined, the control drive mechanism drives the rotating frame to swing to the second working state of horizontal, so that the landing buffer mechanism forms a flight collision avoidance structure. S211: The collision protection structure composed of the rotating frame and the support frame serves as the first-level buffer zone. When the UAV is hit from the side, the collision protection structure composed of the rotating frame and the support frame serves as the main protection zone. The impact energy is absorbed and dissipated in an active buffering manner through the rotation compression damper of the support frame. S212: The collision protection component serves as a second-level buffer zone. When the edge of the drone's wing is impacted, the collision protection component fitted on the outer end of the wing acts as an auxiliary protection zone. Through its own structural deformation and displacement, it disperses and absorbs the impact energy in a passive buffering manner. S22: If it is determined to be a landing state, control the drive mechanism to drive the rotating frame to swing to the first working state of downward tilt, so that the landing buffer mechanism constitutes a landing buffer structure. S221: The main buffer system consists of a support frame, a damper, and a roller. The support frame rotates to compress the damper and the roller rolls to absorb and dissipate the landing impact. Based on the viscous damping force provided by the damper, the rebound of the support frame is suppressed. At the same time, the output of the UAV power system is controlled to stabilize the attitude and ensure the landing attitude is stable. S222: The outriggers provide ultimate protection by contacting the ground when the buffer travel is too large, preventing the rotating frame or the machine body from touching the ground.

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