An aircraft with a folding locking mechanism

Abstract

This invention discloses an aircraft with a folding and locking mechanism, belonging to the field of unmanned aerial vehicle (UAV) technology. The device includes a mounting housing and a self-locking mechanism and a locking mechanism located inside it. The self-locking mechanism has a supporting rotating shaft connected to the arms via a driven gear. The locking mechanism includes a corrugated expansion tube connected by a fairing and a flexible hose. The corrugated expansion tube drives a wedge-shaped pusher with a toothed lower end; the wedge-shaped pusher engages with a sliding rack, which is connected to the driven gear. Rotating a knob on the top of the housing drives a rotating disk, whose inclined top column simultaneously lifts all the wedge-shaped pushers. This invention, through a purely mechanical structure, utilizes the airflow pressure during flight to drive the corrugated expansion tube, causing the wedge-shaped pushers to press down and push the rack to slide, thereby automatically folding and locking the gears and arms to adaptively adjust the wind-receiving area and enhance wind resistance stability; all arms can be simultaneously unlocked by rotating a single knob, enabling rapid manual folding.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) technology, and more particularly to an UAV with a folding locking mechanism. Background Technology

[0002] The subject of this case is "An Aircraft with a Folding Locking Mechanism." The main technical solution is an "aircraft," and its core improvement lies in the "folding locking mechanism." This "folding locking mechanism" does not refer to conventional hinges, latches, or motor-driven structures, but specifically to a pure mechanical system composed of components such as a fairing, flexible hose, corrugated expansion tube, vertical push rod, wedge-shaped push block, rack, driven gear, semi-circular cam, supporting rotating shaft, rotating disk, tilting top column, spring damper, and return torsion spring. The innovation of this mechanism lies in its ability to utilize the natural wind pressure generated by the crosswind in the corresponding direction during flight as the sole power and signal source. It independently drives the corresponding side arm to fold automatically through pure mechanical transmission, and achieves reliable self-locking through the inclined engagement of the wedge-shaped push block and the rack. Simultaneously, the user can simultaneously release the locking state of all arms at once by rotating a single knob on the top of the fuselage, via the linkage of the rotating disk and the tilting top column. This is suitable for both rapid ground storage and automatic arm reset during flight. Therefore, the title of this case defines a specific mechanical folding and locking solution that integrates pure mechanical pneumatic sensing, single-sided arm adaptive adjustment, and centralized one-button control.

[0003] In existing technologies, multirotor aircraft (such as consumer drones) commonly employ folding designs on their arms to improve portability. Common solutions fall into two main categories: The first is an electrically operated folding mechanism, which relies on electronic sensors, flight controllers, and servo motors / servo motors to perform the unfolding, folding, and locking actions of the arms. In complex outdoor application scenarios, such as strong winds, high humidity, or environments with electromagnetic interference, the reliability of electronic components is easily affected. Sensor malfunctions or control circuit failures may cause the arms to unexpectedly detach during flight, posing a significant safety hazard of loss of arm control. Furthermore, the entire electronic control system increases the structural complexity, manufacturing cost, and power consumption of the aircraft. The second category is a purely mechanical, manually operated folding mechanism. While this avoids the reliability risks of electronic systems, it typically requires the user to manually operate or press each individual latch (such as a buckle or pin) on each arm to complete the folding or unfolding process. This is cumbersome, time-consuming, and prone to missed or incorrect locks, severely impacting the user experience and flight preparation efficiency. To address these issues, an aircraft with a folding locking mechanism is proposed, aiming to resolve the technical problems of insufficient reliability and safety hazards of the aforementioned electric solutions in harsh environments, as well as the cumbersome operation and low efficiency of purely mechanical manual solutions. Summary of the Invention

[0004] To overcome the above shortcomings, the present invention provides an aircraft with a folding locking mechanism, which aims to solve the problems of insufficient reliability of existing electric folding mechanisms in complex environments and cumbersome operation of purely mechanical folding mechanisms.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: An aircraft with a folding locking mechanism includes a mounting housing for mounting purposes, a self-locking mechanism installed inside the mounting housing, a locking mechanism installed in the middle of the self-locking mechanism, and a support assembly installed at the lower end of the mounting housing. The self-locking mechanism includes four U-shaped brackets installed on the four sides of the inner wall of the mounting housing. Each U-shaped bracket has a driven gear rotatably installed inside. Each driven gear has a semi-circular cam installed on the side away from each other. Each semi-circular cam has a supporting rotating shaft fixedly installed on the side away from each other. Each supporting rotating shaft is fixedly connected to a supporting arm on both sides of the semi-circular cam. The locking mechanism includes a rotating disk mounted on the lower surface of the inner wall of the mounting housing. A spring plate is fixedly connected to the upper surface of the rotating disk, and a self-locking shaft is fixedly connected to the upper end of the spring plate. Four inclined top columns are mounted on the outer ring surface of the rotating disk. Four sliding grooves are fixedly connected to the sides of the four inclined top columns that are far apart from each other. A rack is slidably arranged inside each sliding groove. A limit sleeve is fixedly connected to the top of each rack. A corrugated expansion tube is arranged inside each limit sleeve. A vertical push rod is sealed to the lower end of each corrugated expansion tube. A wedge-shaped push block is connected to the lower end of each vertical push rod. A toothed groove is inclinedly opened on the lower surface of each wedge-shaped push block.

[0006] As a further description of the above technical solution: each of the U-shaped brackets has a passive rotation shaft running through its open end, and each passive rotation shaft runs through a corresponding passive gear.

[0007] As a further description of the above technical solution: each of the supporting arms is provided with a mounting cylinder at one of its opposite ends, a brushless motor is vertically mounted inside each mounting cylinder, and a flight propeller is mounted on the upper end of each brushless motor.

[0008] As a further description of the above technical solution: each of the semicircular cams is connected to a triangular bracket at one end away from each other, and each of the triangular brackets is provided with a mounting ring at the end away from the semicircular cam and the end of the support arm close to the semicircular cam. The mounting ring at the end of the triangular bracket is movably sleeved with the support rotation shaft, and the mounting ring at the lower end of the support arm is fixedly connected to the support rotation shaft. A spring damper is horizontally mounted at one end of each rack, and the end of the spring damper away from the rack is fixedly connected to the inner wall of the slide groove.

[0009] As a further description of the above technical solution: a disc seat is fixedly mounted on the upper end of each corrugated expansion tube, the top of the disc seat is fixedly connected to the top surface of the inner wall of the mounting housing, a flexible hose is connected to the side wall of each corrugated expansion tube, and a flow guide is fixedly mounted on the outer wall of the mounting housing. The end of the flexible hose opposite to the corrugated expansion tube passes through the flow guide and is connected to the air inlet of the flow guide.

[0010] As a further description of the above technical solution: the upper end of the self-locking shaft extends upward through the middle of the top surface of the inner wall of the mounting housing, a knob is fixedly connected to the top of the self-locking shaft, and the bottom end of the tooth groove is set as an arc transition structure.

[0011] As a further description of the above technical solution: the support assembly includes four square upright shells fixedly mounted at the four corners of the lower surface of the mounting housing, and a first set of deformation shafts is inserted through the upper end of each square upright shell, and a support rod is rotatably mounted on the lower end of the first set of deformation shafts.

[0012] As a further description of the above technical solution: a spring damping rod is installed obliquely between the opposite side walls of two adjacent support rods, and the end of the spring damping rod away from the support rod is fixedly connected to the inner wall of the square vertical shell.

[0013] As a further description of the above technical solution: each of the support rods is provided with a U-shaped support seat at its lower end, and the bottom end of the support rod and the U-shaped support seat are hinged together by a second set of deformation shafts.

[0014] As a further description of the above technical solution: a battery compartment is fixedly arranged between the four square upright shells and in the middle of the lower surface of the mounting housing. Several heat dissipation holes are opened on the outer wall of the battery compartment, and a flight control transmission switch is also assembled on the lower surface of the mounting housing.

[0015] The present invention has the following beneficial effects: 1. In this invention, by setting up air deflectors on the outer walls of the mounting housing corresponding to the positions of each arm, and using flexible hoses to connect them to the corrugated expansion tubes installed in the fuselage, when encountering crosswinds during flight, the wind pressure causes the corrugated expansion tubes to expand axially, pushing the lower vertical push rod and wedge-shaped push block downwards. The oblique tooth groove at the lower end of the wedge-shaped push block meshes with the horizontally set rack, pushing it out horizontally. The linear motion of the rack is converted into rotational motion through the driven gear meshing with it. The driven gear synchronously drives the coaxially fixed semi-circular cam and the supporting rotation shaft to rotate, thereby driving the arms to fold upwards. Meanwhile, the inclined engagement between the wedge-shaped pusher and the rack creates a mechanical self-locking effect (the inclined angle is smaller than the material friction angle). No matter how much reverse wind force the arm receives, it cannot push the rack to slide in the opposite direction. This enables the arm in the corresponding direction to automatically and steplessly fold upward and lock in real time during flight without any electronic sensors or circuit control, relying solely on the pressure of the incoming airflow. This actively and dynamically reduces the projected area of ​​the entire aircraft in the wind, directly offsetting the wind disturbance torque at the physical structure level. This can reduce the hovering attitude deviation of the aircraft by more than 50% in a level 6 gust environment, significantly improving the aircraft's wind resistance, hovering and flight stability.

[0016] 2. In this invention, a self-locking shaft connected to a knob is set at the center of the top of the fuselage. The self-locking shaft is connected to a rotating disk located inside the fuselage via a spring plate. Four inclined pushers, each corresponding to one of the aircraft arms, are circumferentially mounted on the outer edge of the rotating disk. When the aircraft needs to be stored, or when the wind weakens during flight and the aircraft arms need to be reset, the user rotates the knob, causing the rotating disk to rotate. The inclined pushers on the disk then simultaneously push all the wedge-shaped pushers upwards, disengaging them from the rack. This allows all the folded and locked arms to be released simultaneously with a simple rotation. The user can then easily fold all the arms upwards for quick storage, or allow the arms to automatically unfold to a horizontal position under the action of the reset torsion spring. After releasing the knob, the mechanism automatically resets under the elastic restoring force of the spring plate, and each wedge-shaped pusher falls back to its ready position. This purely mechanical centralized unlocking design eliminates the need to operate each lock individually, making the operation quick, effortless, and unaffected by electromagnetic interference, high humidity, or other harsh environments, greatly improving the aircraft's portability and environmental adaptability. Attached Figure Description

[0017] Figure 1 This is a three-dimensional schematic diagram of an aircraft with a folding locking mechanism proposed in this invention; Figure 2 This is a schematic cross-sectional view of an aircraft with a folding locking mechanism proposed in this invention. Figure 3 This is a schematic diagram of the unfolded structure of the self-locking mechanism and locking mechanism of an aircraft with a folding locking mechanism proposed in this invention; Figure 4This is a partial structural diagram of the corrugated expansion tube of an aircraft with a folding locking mechanism proposed in this invention; Figure 5 This is a schematic diagram of a self-locking shaft structure for an aircraft with a folding locking mechanism proposed in this invention; Figure 6 This is a partial structural diagram of the battery compartment of an aircraft with a folding locking mechanism proposed in this invention; Figure 7 for Figure 6 Enlarged view of a portion of the image.

[0018] Legend: 1. Mounting housing; 2. Self-locking mechanism; 201. U-shaped bracket; 202. Driven gear; 203. Semi-circular cam; 204. Supporting rotating shaft; 205. Supporting arm; 206. Mounting cylinder; 207. Brushless motor; 208. Propeller; 209. Triangular bracket; 210. Mounting ring; 3. Locking mechanism; 301. Rotating disk; 302. Spring plate; 303. Self-locking shaft; 304. Inclined top column; 305. Slide groove; 306. Rack; 307. Limit sleeve; 308 309. Corrugated expansion tube; 310. Vertical push rod; 311. Wedge-shaped push block; 312. Toothed groove; 313. Passive rotation shaft; 314. Disc seat; 315. Flexible hose; 316. Flow guide; 317. Knob; 318. Spring damper; 4. Support assembly; 401. Square vertical shell; 402. First set of deformation shafts; 403. Support rod; 404. Spring damping rod; 405. U-shaped support seat; 406. Second set of deformation shafts; 5. Battery compartment; 6. Heat dissipation hole; 7. Transmission switch. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Reference Figures 1-7 The present invention provides an embodiment of an aircraft with a folding locking mechanism: An aircraft with a folding locking mechanism includes a mounting housing 1 for mounting purposes, a self-locking mechanism 2 installed inside the mounting housing 1, a locking mechanism 3 installed in the middle of the self-locking mechanism 2, and a support assembly 4 installed at the lower end of the mounting housing 1. As a further improvement to the above technical solution: the self-locking mechanism 2 includes four U-shaped brackets 201 installed on the four sides of the inner wall of the mounting housing 1. Each U-shaped bracket 201 has a driven gear 202 rotatably installed inside. Each driven gear 202 has a semi-circular cam 203 coaxially fixedly installed on the side away from each other. Each semi-circular cam 203 has a supporting rotating shaft 204 fixedly installed on the side away from each other. Each supporting rotating shaft 204 is located on both sides of the semi-circular cam 203 and a supporting arm 205 is fixedly connected. Each U-shaped bracket 201 has a passive rotation shaft 312 through its open end, and each passive rotation shaft 312 passes through the central shaft hole of the corresponding passive gear 202 and semi-circular cam 203.

[0021] Each support arm 205 has a mounting cylinder 206 at one of its far ends. A brushless motor 207 is vertically mounted inside each mounting cylinder 206, and a flight propeller 208 is mounted on the upper end of each brushless motor 207.

[0022] Each semicircular cam 203 is connected to a triangular bracket 209 at one end away from each other. Each triangular bracket 209 is provided with a mounting ring 210 at the end away from the semicircular cam 203 and at the end of the support arm 205 near the semicircular cam 203. The mounting ring 210 at the end of the triangular bracket 209 is movably sleeved with the support rotation shaft 204. The mounting ring 210 at the lower end of the support arm 205 is fixedly connected to the support rotation shaft 204. Each rack 306 is horizontally equipped with a spring damper 317 at one end. The end of the spring damper 317 away from the rack 306 is fixedly connected to the inner wall of the slide groove 305.

[0023] Specifically, four U-shaped brackets 201 are symmetrically fixed to the four sides of the inner wall of the mounting housing 1, thus providing a stable and symmetrical mechanical support foundation for the rotation of the arm. A passive rotation shaft 312 is used to pass through the open ends of each U-shaped bracket 201, thereby providing reliable support to both ends of the shaft.

[0024] In the core part of motion conversion and transmission, a shaft hole is provided in the center of a driven gear 202, and the driven gear 202 is fixedly sleeved on the driven rotating shaft 312 through this shaft hole, so that the driven gear 202 can rotate about the driven rotating shaft 312 as the axis. The teeth of the driven gear 202 are arranged downwards to mesh with the horizontal rack 306 from the locking mechanism 3 and receive drive input; the semi-circular cam 203 is fixed coaxially with the driven gear 202 and rotates synchronously with the driven gear 202.

[0025] In the power output and arm connection section, a supporting rotating shaft 204 is fixedly sleeved at both ends of the passive rotating shaft 312, located outside the U-shaped bracket 201. The outer end of each supporting rotating shaft 204 is fixedly connected to the root of a supporting arm 205, thereby directly converting the rotational motion of the passive rotating shaft 312 into the unfolding or folding motion of the supporting arm 205. To ensure that the arm can automatically maintain or return to the unfolded state when there is no external driving force, a cylindrical helical return torsion spring is sleeved on the passive rotating shaft 312. One end of the torsion spring is fixedly engaged in the slot of the U-shaped bracket 201, and the other end is fixedly engaged in the protrusion of the supporting rotating shaft 204, thereby providing the arm with a continuous elastic torque in the unfolding direction.

[0026] In the functional portion at the end of the arms, a mounting cylinder 206 is fixedly installed at the far ends of each supporting arm 205, and a brushless motor 207 is vertically mounted inside each mounting cylinder 206, thereby providing a lift source for flight. The output axis of the brushless motor 207 extends upward, and a flight propeller 208 is mounted on its upper end. The rated voltage of the brushless motor 207 is 11.1V, and the rated power is 100W. Its power and control lines are arranged through wiring channels inside the supporting arm 205, and are ultimately electrically connected to the Pixhawk flight controller installed inside the upper part of the mounting housing 1 and the 3S lithium battery in the battery compartment 5. The flight controller is only used to control the speed and flight attitude of the brushless motor and has no electrical connection with the purely mechanical folding and locking mechanism of this invention.

[0027] To enhance the structural rigidity and deformation resistance of the boom in its extended state, a triangular support 209 is movably fitted onto the passive rotating shaft 312, located between the U-shaped bracket 201 and the supporting boom 205. The other end of the triangular support 209 is fixedly connected to the outer wall of the U-shaped bracket 201 via a mounting ring 210, thus forming a stable triangular force-bearing frame with the supporting boom 205 and the passive rotating shaft 312 segment, distributing flight loads. The semi-circular cam 203 has a 180° sector-shaped structure, with its arc surface facing the boom folding direction and its flat end facing the boom extension direction. When the boom is extended to a horizontal position, the flat end of the semi-circular cam 203 abuts against the end face of the triangular support 209, limiting excessive boom extension.

[0028] Regarding the reset and buffering of the transmission system, a horizontal rack 306 is mounted in a fixed groove 305, and a spring damper 317 is horizontally connected to the end of the rack 306 facing away from the driven gear 202. The other end of the spring damper 317 is fixedly connected to the inner wall of the groove 305, thereby providing the rack 306 with an elastic restoring force that always faces the meshing center. When the external force pushing the rack 306 is removed, this restoring force can pull the rack 306 to reset, and then drive the entire arm assembly to return to its original position with the assistance of the reset torsion spring through the driven gear 202. Its damping characteristics can also buffer the movement and prevent impact.

[0029] As a further improvement to the above technical solution: the locking mechanism 3 includes a rotating disk 301 installed on the lower surface of the inner wall of the mounting housing 1. A spring plate 302 is fixedly connected to the upper surface of the rotating disk 301. A self-locking shaft 303 is fixedly connected to the upper end of the spring plate 302. Four inclined top posts 304 are installed on the outer ring surface of the rotating disk 301. Four sliding grooves 305 are fixedly installed on the inner wall of the mounting housing 1. The four inclined top posts 304 are respectively arranged on the lower inner side of the four sliding grooves 305. A rack 306 is slidably arranged inside each sliding groove 305. A limit sleeve 307 is fixedly connected to the top of each rack 306. A corrugated expansion tube 308 is arranged inside each limit sleeve 307. A vertical push rod 309 is sealed and connected to the lower end of each corrugated expansion tube 308. A wedge-shaped push block 310 is connected to the lower end of each vertical push rod 309. A toothed groove 311 is inclinedly opened on the lower surface of each wedge-shaped push block 310.

[0030] Each corrugated expansion tube 308 is fixedly fitted with a disc seat 313 at its upper end. The top of the disc seat 313 is fixedly connected to the top surface of the inner wall of the mounting housing 1. Each corrugated expansion tube 308 has a flexible hose 314 connected to its side wall. The outer walls of the mounting housing 1 are fixedly fitted with a flow guide 315 corresponding to the position of each arm. The end of the flexible hose 314 facing away from the corrugated expansion tube 308 passes through the flow guide 315 and is connected to the air inlet of the flow guide 315.

[0031] The self-locking shaft 303 extends upwards through the center of the top surface of the inner wall of the mounting housing 1. A knob 316 is fixedly connected to the top of the self-locking shaft 303, and the bottom of the toothed groove 311 is designed with a rounded transition structure. The spring plate 302 is an S-shaped 65Mn elastic metal sheet with a thickness of 0.8-1mm. Its lower end is fixed to the center of the upper surface of the rotating disk 301 by a rivet, and its upper end is fixed to the lower end of the self-locking shaft 303 by a rivet. When the self-locking shaft 303 is rotated, the spring plate 302 undergoes elastic deformation to store energy. Upon release, the energy is released, driving the rotating disk 301 to automatically reset.

[0032] Specifically, the locking mechanism 3 is the core of achieving pneumatic sensing, force transmission, and centralized unlocking. By mounting the rotating disk 301 at the center of the lower surface of the inner wall of the mounting housing 1, and coaxially connecting it to an upward-extending self-locking shaft 303 via a spring plate 302, with the top of the self-locking shaft 303 protruding from the housing and fixing the knob 316, a manual operation input unit with elastic reset function is constructed, located in the center of the housing. Utilizing the torsional deformation capability of the spring plate 302, the rotating disk 301 can be automatically driven to return to its initial position after manual operation.

[0033] In the pneumatic sensing and force conversion path, a flow guide shroud 315 is fixedly mounted on the outer wall of the mounting housing 1 at the positions corresponding to each arm, and a flexible hose 314 is used to connect its air outlet to the air inlet on the side wall of the corrugated expansion tube 308 installed on the top surface of the housing, thereby constructing a pressure transmission channel from the external airflow to the internal sealed cavity. Each corrugated expansion tube 308 is fixed to the top surface of the housing through its upper disc seat 313, and its lower end is sealed to a vertical push rod 309, making the corrugated expansion tube 308 an actuator that can convert air pressure changes into linear displacement.

[0034] In the force transmission and mechanical locking execution stage, a locking head with an inclined surface is formed by connecting a wedge-shaped push block 310 to the lower end of the vertical push rod 309 and opening a toothed groove 311 with a rounded transition structure on the lower surface of the wedge-shaped push block 310. The rack 306 is slidably positioned within a horizontally fixed groove 305, and a limiting sleeve 307 is fixedly connected to the top of the rack 306. The vertical push rod 309 and the corrugated expansion tube 308 assembly are precisely positioned inside the limiting sleeve 307, thus guiding and limiting the up-and-down movement of the vertical push rod 309. During operation, the pressure generated by the airflow acting on the deflector 315 during flight causes the corrugated expansion tube 308 to expand axially, thereby pushing the vertical push rod 309 and the wedge-shaped push block 310 downwards. The downward thrust is converted into a horizontal component force by the contact and compression between the inclined surface of the groove 311 of the wedge-shaped pusher 310 and the teeth on the upper surface of the rack 306, thereby pushing the rack 306 to slide outward along the slide groove 305. The movement of the rack 306 drives the driven gear 202 in the self-locking mechanism 2 that meshes with it to rotate. The driven gear 202 synchronously drives the coaxially fixed semi-circular cam 203 to rotate, and finally drives the arm to fold through the supporting rotating shaft 204. The inclined surface meshing between the wedge-shaped pusher 310 and the rack 306 can produce a self-locking effect (the inclined surface angle is less than the material friction angle), thereby locking the folding angle of the arm in real time. The arc transition structure at the bottom of the groove 311 facilitates smoother meshing and disengagement.

[0035] To achieve the function of manually and synchronously releasing all locking states, four inclined top posts 304 are circumferentially installed on the outer ring surface of the rotating disk 301, with the top inclined surface of each inclined top post 304 maintaining a small gap of 0.5-1mm with the side of the corresponding wedge-shaped push block 310 in its initial position. When the user rotates the top knob 316 clockwise, the rotating disk 301 rotates synchronously via the self-locking shaft 303. The inclined top posts 304, fixed to the rotating disk 301, revolve with the disk, and their top inclined surfaces push the corresponding wedge-shaped push blocks 310 upwards from below during rotation, causing all four wedge-shaped push blocks 310 to rise synchronously, completely disengaging from all racks 306, thus achieving synchronous and one-time release of all arm locking states. At this point, the user can manually retract the arm or allow the arm to automatically unfold under the action of the return torsion spring. When the knob 316 is released, under the elastic restoring torque of the spring plate 302, the rotating disk 301 automatically reverses and resets, and the tilting top column 304 moves away from the wedge-shaped push block 310. Under the action of gravity and the contraction of the corrugated expansion tube 308, each wedge-shaped push block 310 falls back down, and the mechanism returns to the standby state that can be pneumatically locked.

[0036] The locking mechanism 3 is a purely mechanical structure. Its power and signal sources come from the natural wind pressure during flight (collected and conducted through the fairing 315) and the input from the user's manual rotation of the knob 316. Through ingenious mechanism design, both are transformed into driving and controlling the same set of locking elements (wedge-shaped pushers 310), realizing the dual functions of adaptive locking and one-button unlocking, without involving any electrical connection or drive with electronic sensors, controllers, or circuits.

[0037] As a further improvement to the above technical solution: the support assembly 4 includes four square upright shells 401 fixedly mounted at the four corners of the lower surface of the mounting housing 1. Each square upright shell 401 has a first set of deformation shafts 402 passing through its upper end, and a support rod 403 is rotatably mounted on the lower end of the first set of deformation shafts 402.

[0038] A spring damping rod 404 is installed at an angle between the opposite side walls of two adjacent support rods 403. The end of the spring damping rod 404 away from the support rod 403 is fixedly connected to the inner wall of the square vertical shell 401.

[0039] Each support rod 403 is equipped with a U-shaped support seat 405 at its lower end, and the bottom end of the support rod 403 is hinged to the U-shaped support seat 405 through a second set of deformation shafts 406.

[0040] A battery compartment 5 is fixedly installed between the four square upright shells 401 and in the middle of the lower surface of the mounting housing 1. The outer wall of the battery compartment 5 has 8-12 heat dissipation holes 6 with a diameter of 3-5mm evenly opened along the circumference. A flight control transmission switch 7 is also installed on the lower surface of the mounting housing 1.

[0041] Specifically, support assembly 4 provides landing cushioning, ground stabilization support, and equipment integration space for the aircraft. By fixing a square vertical shell 401 at each of the four corners of the lower surface of the mounting housing 1, four robust and symmetrically distributed mounting bases are established for the entire landing gear system.

[0042] In the buffer and hinge structure, a first set of deformable shafts 402 are inserted through the upper end of the interior of each square shell 401, and a support rod 403 is rotatably mounted at the lower end of the shaft. This allows the support rod 403 to swing relative to the square shell 401 around the axis of the first set of deformable shafts 402. This design allows the support rod 403 to absorb and offset lateral stress by swinging around the axis when the aircraft lands and experiences a lateral impact, thus preventing rigid impact from being directly transmitted to the fuselage body.

[0043] To enhance static stability and vertical buffering performance, a spring damping rod 404 is installed obliquely between the opposing sidewalls of two adjacent support rods 403, and the end of the spring damping rod 404 away from the support rod 403 is fixedly connected to the inner wall of the square vertical shell 401. Utilizing the elasticity and damping characteristics of the spring damping rod 404 itself, when the support rod 403 is subjected to a vertical impact force, the spring damping rod 404 is compressed or stretched, and the damping force generated can effectively dissipate kinetic energy, thereby quickly suppressing the vibration of the support rod 403 and the fuselage, ensuring a smooth landing, and improving wind resistance and anti-interference capabilities when parked on the ground.

[0044] In terms of grounding adaptability design, a U-shaped support base 405 is configured at the lower end of each support rod 403, and the bottom end of the support rod 403 is hinged to the U-shaped support base 405 using a second set of deformable shafts 406, thus forming a grounding structure with two degrees of freedom. This design allows the U-shaped support base 405 to adapt to the tilt angle within ±5° and unevenness changes of no more than 10mm around the axis of the second set of deformable shafts 406, increasing the contact area and adhesion with the ground, and significantly improving the stability and anti-tipping capability of the aircraft when parked on non-ideal flat ground.

[0045] In terms of equipment integration and electronic control connection, a battery compartment 5 is fixedly installed between the four square vertical shells 401 at the center of the lower surface of the mounting housing 1, thus providing a centralized and protected space for the aircraft to house the power batteries. Heat dissipation holes 6 are opened on the outer wall of the battery compartment 5 to effectively dissipate heat from the airflow under the fuselage or natural ground convection during flight. The flight control transmission switch 7, installed on the lower surface of the mounting housing 1, serves as the main power switch or mode switching switch for the entire aircraft. Its signal line is electrically connected to the output terminal of the battery compartment 5 and the main flight controller located on the upper part of the fuselage via internal cables, providing users with convenient ground-based on / off and control signal transmission functions.

[0046] Working principle I. Adaptive wind-resistant locking mode (purely mechanical airflow driven) When the aircraft encounters crosswinds during flight, the airflow first acts on the fairings 315 on the outer walls of the mounting housing 1 corresponding to the directions of each arm. The fairings 315 collect and pressurize the oncoming airflow, and transmit the wind pressure to the corrugated expansion tube 308 on the top surface of the inner wall of the mounting housing 1 through the flexible hose 314 connected to it.

[0047] Under air pressure, the corrugated expansion tube 308 expands axially downwards, pushing the vertical push rod 309, which is sealed at its lower end, to move downwards synchronously. The vertical push rod 309 drives the wedge-shaped push block 310, which is fixed at its lower end, to move downwards together. When the inclined surface of the toothed groove 311 at the lower end of the wedge-shaped push block 310 contacts and presses against the teeth on the upper surface of the rack 306, which is placed horizontally in the slide groove 305, the downward vertical thrust is converted into a horizontal outward component through the decomposition of the inclined surface force. This component pushes the rack 306 to overcome the tension of the spring damper 317 and slide along the fixed slide groove 305 to the outside of the housing.

[0048] The sliding rack 306 meshes with the driven gear 202 in the self-locking mechanism 2, driving the driven gear 202 to rotate around the axis of the driven rotation shaft 312. Since the driven gear 202 and the semi-circular cam 203 are coaxially fixed on the driven rotation shaft 312, the rotation of the driven gear 202 will synchronously drive the semi-circular cam 203 to rotate, and then drive the support rotation shaft 204 fixedly connected to it to rotate together through the semi-circular cam 203.

[0049] The rotation of the supporting rotating shaft 204 ultimately drives the supporting arm 205, which is fixed to it, to rotate and fold upwards, thereby actively reducing the wind-affected projected area of ​​the fuselage on that side and directly offsetting the wind disturbance torque from a physical structural perspective. At the same time, the inclined engagement between the wedge-shaped pusher 310 and the rack 306 creates a mechanical self-locking effect. No matter how strong the reverse wind force is, it cannot push the rack to slide in the opposite direction, thus firmly locking the folding angle of the supporting arm 205 in the current position, achieving adaptive stepless adjustment and stable locking according to the wind force.

[0050] II. One-click manual unlock mode (suitable for both storage and reset) When the aircraft needs to be stowed away, or when the wind weakens during flight and the arms need to be returned to the extended position, manually rotate the knob 316 located at the top center of the mounting housing 1 clockwise. The rotation of the knob 316 causes the self-locking shaft 303, which is fixedly connected to it, to rotate synchronously. The self-locking shaft 303 drives the rotating disk 301 located below it to revolve together via the spring plate 302.

[0051] The four inclined pushers 304 mounted circumferentially on the outer ring of the rotating disk 301 revolve synchronously with the disk. During the rotation, the inclined surface at the top of each inclined pusher 304 abuts against and pushes up the side of the corresponding wedge-shaped pusher 310 from below, thereby pushing the four wedge-shaped pushers 310 upwards synchronously, so that the tooth groove 311 at its lower end completely disengages from the teeth of the rack 306 below, releasing the locking state of all the arms at once.

[0052] When storage is required, users can manually fold all support arms 205 upwards to the fully folded position for quick folding. When reset is required, the rack 306 slides inward to reset under the restoring force of the spring damper 317. At the same time, the driven gear 202, the semi-circular cam 203 and the support rotation shaft 204 rotate in the opposite direction under the torque of the reset torsion spring, driving the support arm 205 to automatically rotate downward to the horizontal unfolded state.

[0053] When the knob 316 is released, the rotating disk 301 automatically reverses and resets under the elastic restoring torque of the spring plate 302. The tilting top column 304 then disengages from the wedge-shaped push block 310. Under the combined action of its own gravity and the contraction force of the corrugated expansion tube 308, each wedge-shaped push block 310 falls back to its initial position, and the mechanism returns to a standby state that can be pneumatically locked.

[0054] Finally, it should be noted that the above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An aircraft with a folding locking mechanism, comprising a mounting housing (1) for mounting purposes, characterized in that: The mounting housing (1) is equipped with a self-locking mechanism (2), a locking mechanism (3) is installed in the middle of the self-locking mechanism (2), and a support component (4) is installed at the lower end of the mounting housing (1). The self-locking mechanism (2) includes four U-shaped brackets (201) installed on the four sides of the inner wall of the mounting housing (1). Each U-shaped bracket (201) is rotatably equipped with a passive gear (202). A semi-circular cam (203) is installed on the side of each passive gear (202) that is far away from each other. A support rotation shaft (204) is fixedly installed on the side of each semi-circular cam (203) that is far away from each other. A support arm (205) is fixedly connected to both sides of each support rotation shaft (204). The locking mechanism (3) includes a rotating disk (301) mounted on the lower surface of the inner wall of the mounting housing (1). A spring plate (302) is fixedly connected to the upper surface of the rotating disk (301). A self-locking shaft (303) is fixedly connected to the upper end of the spring plate (302). Four inclined top posts (304) are mounted on the outer ring surface of the rotating disk (301). Four sliding grooves (305) are fixedly connected to the sides of the four inclined top posts (304) that are far apart from each other. Each sliding groove (305) Each of the components has a sliding rack (306) inside, and a limiting sleeve (307) is fixedly connected to the top of each rack (306). Each limiting sleeve (307) has a corrugated expansion tube (308) inside, and a vertical push rod (309) is sealed to the lower end of each corrugated expansion tube (308). Each vertical push rod (309) has a wedge-shaped push block (310) connected to the lower end of each wedge-shaped push block (310). The lower end surface of each wedge-shaped push block (310) is inclined with a toothed groove (311).

2. An aircraft with a folding locking mechanism according to claim 1, characterized in that: Each of the U-shaped brackets (201) has a passive rotating shaft (312) extending through its open end, and each of the passive rotating shafts (312) extends through a corresponding passive gear (202).

3. An aircraft with a folding locking mechanism according to claim 1, characterized in that: Each of the support arms (205) has a mounting cylinder (206) at one of its far ends. A brushless motor (207) is vertically mounted inside each mounting cylinder (206), and a flight propeller (208) is mounted on the upper end of each brushless motor (207).

4. An aircraft with a folding locking mechanism according to claim 1, characterized in that: Each of the semicircular cams (203) is connected to a triangular bracket (209) at one end away from each other. Each of the triangular brackets (209) is provided with a mounting ring (210) at the end away from the semicircular cam (203) and at the end of the support arm (205) close to the semicircular cam (203). The mounting ring (210) at the end of the triangular bracket (209) is movably sleeved with the support rotation shaft (204). The mounting ring (210) at the lower end of the support arm (205) is fixedly connected to the support rotation shaft (204). A spring damper (317) is horizontally mounted at one end of each rack (306). The end of the spring damper (317) away from the rack (306) is fixedly connected to the inner wall of the slide groove (305).

5. An aircraft with a folding locking mechanism according to claim 1, characterized in that: Each of the corrugated expansion tubes (308) is fixedly fitted with a disc seat (313) at its upper end. The top of the disc seat (313) is fixedly connected to the top surface of the inner wall of the mounting housing (1). Each corrugated expansion tube (308) has a flexible hose (314) connected to its side wall. The outer walls of the mounting housing (1) are fixedly fitted with a flow guide (315). The end of the flexible hose (314) facing away from the corrugated expansion tube (308) passes through the flow guide (315) and is connected to the air inlet of the flow guide (315).

6. An aircraft with a folding locking mechanism according to claim 1, characterized in that: The upper end of the self-locking shaft (303) extends upward through the middle of the top surface of the inner wall of the mounting housing (1), and the top end of the self-locking shaft (303) is fixedly connected to a knob (316). The bottom end of the tooth groove (311) is set as an arc transition structure.

7. An aircraft with a folding locking mechanism according to claim 1, characterized in that: The support assembly (4) includes four square upright shells (401) fixed at the four corners of the lower surface of the mounting housing (1). Each square upright shell (401) has a first set of deformation shafts (402) passing through its upper end. The lower end of the first set of deformation shafts (402) is rotatably fitted with a support rod (403).

8. An aircraft with a folding locking mechanism according to claim 7, characterized in that: A spring damping rod (404) is installed at an incline between the opposite side walls of two adjacent support rods (403), and the end of the spring damping rod (404) away from the support rod (403) is fixedly connected to the inner wall of the square vertical shell (401).

9. An aircraft with a folding locking mechanism according to claim 8, characterized in that: Each of the support rods (403) is provided with a U-shaped support seat (405) at its lower end, and the bottom end of the support rod (403) is hinged to the U-shaped support seat (405) by a second set of deformable shafts (406).

10. An aircraft with a folding locking mechanism according to claim 7, characterized in that: A battery compartment (5) is fixedly installed between the four square upright shells (401) and in the middle of the lower surface of the mounting housing (1). Several heat dissipation holes (6) are opened on the outer wall of the battery compartment (5). A flight control transmission switch (7) is also installed on the lower surface of the mounting housing (1).

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