An airship tail assembly and an airship

Abstract

The application discloses a kind of airship tail wing assemblies and airships, including being arranged in the tail of main gasbag several tail wings, the tail wing includes the hard portion for supporting tail wing and the soft portion for providing buoyancy being arranged in the rear end of the hard portion;Wherein the hard portion of one of the tail wings is provided with tail wing driving element.The application adopts hard frame and inflatable part to form tail wing, provides a part of buoyancy to tail, sets up motor on hard frame, and facilitates the direction of controlling airship flight.

Description

Technical Field

[0001] This invention relates to airships, specifically an airship tail fin assembly and an airship. Background Technology

[0002] Pine nuts are a popular and beloved food, but the traditional method of harvesting them involves manually climbing trees, which carries a high risk of accidents. There is a significant demand for pine nut harvesting facilities, necessitating a high-efficiency and safe aerostat platform to break away from traditional harvesting methods and protect people's property and safety. Previous aerostat tail fin frames were mostly constructed by gluing together a frame structure, which is structurally weak and easily damaged. Furthermore, the tail fin lacked a power steering system, resulting in low steering efficiency. Summary of the Invention

[0003] To address the shortcomings of the prior art, this invention provides a tail fin assembly and an airship. The tail fin is composed of a rigid frame and an inflatable part, providing some buoyancy to the tail. A motor is installed on the rigid frame to facilitate control of the airship's flight direction.

[0004] To achieve the above technical objectives, the present invention adopts the following technical solution: an airship tail fin assembly, comprising a plurality of tail fins disposed at the tail of the main airbag, wherein the tail fins include a rigid part for supporting the tail fins and a soft part disposed at the rear end of the rigid part for providing buoyancy; a tail fin drive component is disposed on the rigid part of one of the tail fins.

[0005] Furthermore, the soft portion is filled with a gas or air with a density less than that of air.

[0006] Furthermore, the tail wing drive component includes a tail wing motor.

[0007] Furthermore, the tail fin motor is positioned close to the main airbag.

[0008] Furthermore, the number of tail fins is three or four, and the tail fins are evenly distributed.

[0009] An airship includes a main airbag and an airship tail assembly.

[0010] Furthermore, a secondary airbag is provided inside the main airbag, and air is filled into the secondary airbag to adjust the pressure inside the main airbag; the secondary airbag is provided with an inflation component and a deflation component, both of which are located on the outer wall of the main airbag and their inner ends are connected to the secondary airbag.

[0011] Furthermore, the main airbag is provided with a steering system for controlling the flight direction, the steering system including a pair of steering components symmetrically arranged on the outer wall of the main airbag.

[0012] Furthermore, the top of the main airbag is provided with an exhaust assembly for discharging gas from inside the main airbag.

[0013] Furthermore, a carrying platform for carrying people or objects is connected below the main airbag. The carrying platform includes a pod, a rope assembly for connecting the pod to the lower part of the main airbag, and a balancing assembly disposed on the rope assembly for maintaining the balance of the pod.

[0014] In summary, the present invention has achieved the following technical effects:

[0015] 1. The present invention has a rigid part, the rear end of which is fixedly connected to a soft part. The bottom end of the soft part is fixed to the main airbag to form a support. A motor is installed on the rigid part to facilitate control of the flight direction.

[0016] 2. The soft part of this invention is filled with a gas with a density less than air, such as helium, to provide some buoyancy. Since the tail section of the airship is relatively small, the gas inside the main airbag located at the tail section is correspondingly less, and the buoyancy is also relatively small. However, due to the presence of the rigid part at the tail section and the installation of the tail fin motor, the weight of the tail section will be relatively large. Therefore, a part of the tail fin, i.e., the soft part, is used as a small airbag, and the helium filled inside can provide some buoyancy. Attached Figure Description

[0017] Figure 1 This is a side view of the airship provided in an embodiment of the present invention;

[0018] Figure 2 yes Figure 1 A three-dimensional schematic diagram;

[0019] Figure 3 This is a schematic diagram of the transfer system;

[0020] Figure 4 yes Figure 3 Partial schematic diagram;

[0021] Figure 5 This is a schematic diagram of the exhaust assembly;

[0022] Figure 6 yes Figure 5 A diagram illustrating the open state;

[0023] Figure 7 yes Figure 1 Top view;

[0024] Figure 8 yes Figure 7 A schematic cross-section along the A-A direction;

[0025] Figure 9This is a schematic diagram of the inflatable component;

[0026] Figure 10 This is a schematic diagram of the venting assembly;

[0027] Figure 11 This is a cross-sectional schematic diagram of a one-way valve;

[0028] Figure 12 This is a schematic diagram of the diaphragm;

[0029] Figure 13 This is a schematic diagram of the stop component;

[0030] Figure 14 This is a schematic diagram of the support platform;

[0031] Figure 15 This is a schematic diagram of a cable loop;

[0032] Figure 16 This is a schematic diagram of the rotating shaft assembly;

[0033] Figure 17 yes Figure 16 A cross-sectional schematic diagram;

[0034] Figure 18 This is a schematic diagram of the pod;

[0035] Figure 19 This is a schematic diagram of the tail fin. Detailed Implementation

[0036] The present invention will be further described in detail below with reference to the accompanying drawings.

[0037] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention.

[0038] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this 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 this invention.

[0039] 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.

[0040] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0041] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0042] Example:

[0043] An airship, specifically an airship for knocking down pine cones, has a gondola 7 located below it for people to stand on. When in use, workers stand on the gondola and wait for the airship to rise to the height of the pine treetops before using poles or other objects to knock down the pine cones.

[0044] like Figure 1 and Figure 2As shown, the airship includes a main airbag 1, a steering system 2, a top exhaust assembly 3, a secondary airbag 4, an inflation assembly 5 and a deflation assembly 6 corresponding to the secondary airbag 4, a pod 7, a rope assembly for connecting the pod 7, a tail fin 17, and a tail fin motor 18 mounted on the tail fin 17. The main airbag 1 is a flexible airbag that can be filled with a gas lighter than air to provide buoyancy, such as helium. The secondary airbag 4 is filled with air to adjust its volume, thereby adjusting the pressure in the main airbag 1 and ensuring that the main airbag 1 maintains the shape of the airship. The steering system 2 is used to control the flight direction. The thrust generated by the motor rotation causes the airship to deflect at an angle, achieving the function of turning. The exhaust assembly 3 is used to expel the gas in the main airbag in an emergency or during storage. The pod 7 is used for standing people or carrying cargo. The pod serves as a carrier for passengers, making it convenient for operators to pick pine nuts and operate the airship. The tail fin motor 18 is used to provide the driving force for tail wagging. This facility meets the needs of high-altitude agricultural operations, especially for harvesting pine nuts.

[0045] Specifically, such as Figure 3 The diagram shows the steering system 2, which includes a stabilizer bar 201 that runs through the entire main airbag, and two steering components at both ends of the stabilizer bar 201 for controlling the direction of the airship. The stabilizer bar 201 is located inside the airship and its two ends point to the two inner walls of the airship, respectively. The two steering components are located on the two opposite outer walls of the airship and pass through the outer walls to connect with the stabilizer bar 201. The two steering components are coaxially arranged with the stabilizer bar 201.

[0046] One balancing component can be paired with two navigation components to form a navigation system. An airship can be equipped with at least one navigation system. Furthermore, two navigation components in the same system or two navigation components in different systems can be differentially coupled.

[0047] Furthermore, each steering assembly includes a drive unit and a propeller unit. The drive unit is located on the outer wall of the airship, i.e., the main airbag 1, and is coaxially connected to the balance bar 201. The coaxial connection between the drive unit and the balance bar 201 ensures that the steering assemblies at both ends remain balanced, preventing the propellers from sinking or tilting due to their own weight. The balance bar 201 holds the steering assembly in the middle, ensuring balance. The propellers are mounted on the drive unit and can be driven to rotate, changing their rotation direction and thus their direction, thereby adjusting the direction of the airship's flight. The steering assemblies at both ends move synchronously to maintain balance.

[0048] Furthermore, the drive unit includes a yaw fixing member and a yaw drive member fixed on the yaw fixing member for driving the propeller to rotate. The yaw fixing member is fixed to the outer wall of the airship and is coaxial with the stabilizer bar 201.

[0049] In this embodiment, as Figure 4 As shown, the yaw fixing component uses a yaw fixing plate 202, which is sealed to the outer wall of the airship. The sealing is achieved by screwing the yaw fixing plate 202 to the main airbag 1 or by attaching it to the main airbag 1 using Velcro, and then sealing it with sealant. The yaw drive component uses a servo motor 204, which has a 360-degree turning angle, making directional operation more flexible. The output shaft of the servo motor 204 is coaxial with the stabilizer bar 201. This coaxial arrangement allows the stabilizer bar 201 to hold the servo motors 204 at both ends in the middle, maintaining the stability and balance of the servo motors 204.

[0050] A stabilizer bar connector is provided on the side of the steerable component facing the airship, and the stabilizer bar connector is coaxially connected to the stabilizer bar 201. In this embodiment, the stabilizer bar connector adopts the following... Figure 4 The sleeve 210 shown is located inside the main airbag 1 and is connected to the balance bar 201.

[0051] Furthermore, the propeller portion includes an extended retractable portion for moving the propeller portion away from the outer wall of the airship, and a propeller drive member fixed to the free end of the extended retractable portion. The propeller drive member is provided with a propeller blade 208, and the rotation center line of the propeller blade 208 is perpendicular to the output center line of the yaw drive member. The extended retractable portion is connected to the yaw drive member and can be driven to rotate by the yaw drive member so that the rotation direction of the propeller blade 208 changes. The propeller drive member drives the propeller blade 208 to rotate.

[0052] Furthermore, such as Figure 4 As shown, the extended distance section adopts an extended distance rod 206. One end of the extended distance rod 206 is coaxially fixed to the output shaft of the steer drive component, i.e., the servo motor 204. The servo motor 204 drives the rotation of the extended distance rod 206. The other end is fixedly connected to the blade drive component so that the blade 208 is away from the airship. The length of the extended distance rod 206 is greater than the radius of the blade 208, so that the blade 208 will not touch the main airbag 1 no matter what angle it is working at, thus preventing interference. The propeller drive uses a propeller motor 207, which is a high-speed motor that can provide the power required for steering. The propeller motor 207 is fixed to the free end of the extension and distance section, and the propeller blade 208 is fixed on the propeller motor 207. When the servo motor 204 rotates, no matter what angle it rotates to, the rotation center line of the propeller blade 208 is always perpendicular to the central axis of the extension and distance rod 206. That is to say, no matter which flight direction is desired, the servo motor can adjust the propeller blade to a suitable angle, thereby allowing the flight direction of the airship to be adjusted at will.

[0053] In this embodiment, the balance bar 201 and the extension bar 206 are made of lightweight and sturdy materials, such as carbon tubing, aluminum tubing, etc., which are durable and have good corrosion resistance.

[0054] The output end of the servo motor 204 is fixed to the extension rod 206 by a connecting rod sleeve 205 to enhance stability.

[0055] like Figure 3 The diagram shown is an assembly schematic of the navigation system 2, which can be combined with... Figure 7 As shown in the top view of the airship, the steering components are symmetrical. Previous airships lacked a steering system, relying solely on manual traction for direction control. At greater distances or when obstacles obstructed the ropes, manual steering became impossible. This device, however, employs a steering system to maintain overall stability. The airship can change its flight direction by rotating its motors, achieving turns. The motors on both sides rotate flexibly, quickly, and easily, making operation convenient.

[0056] like Figure 5 The image shows the exhaust assembly on top of the airship. The exhaust assembly 3 is located on top of the main airbag 1 to facilitate the rapid discharge of internal gas in an emergency. If it were located elsewhere, it would create some resistance to the discharge of gas.

[0057] The exhaust assembly 3 includes an exhaust fixing part disposed on the outer wall of the airship, and the exhaust fixing part is provided with an exhaust port 305 communicating with the interior of the airship, and an exhaust moving part disposed on the exhaust fixing part. It also includes an electric push rod assembly, the fixed end of which is fixed on the exhaust fixing part, and the output end of which is connected to the exhaust moving part to drive the exhaust moving part to move. When the exhaust moving part moves, it closes or opens the exhaust port to select whether to exhaust.

[0058] In this embodiment, as Figure 6 As shown, the exhaust fixing part includes a fixing and stabilizing plate 301 fixed to the outer wall of the airship, i.e., the main airbag 1, and an exhaust port 305 is provided on the fixing and stabilizing plate 301, as well as a push rod plate 306 for connecting the fixing end of the electric push rod assembly. The push rod plate 306 is fixedly connected to the fixing and stabilizing plate 301.

[0059] The fixed stabilizing plate 301 is sealed to the main airbag 1 by first fixing it with screws through the threaded hole 315 and then sealing it with sealant.

[0060] The exhaust port 305 is used for exhaust. The push rod plate 306 has two configurations: one is placed inside the exhaust port 305, and the other is placed outside the exhaust port. The first configuration is as follows: Figure 6As shown, the push rod plate 306 is located in the exhaust port 305, and the exhaust fixing part also includes a connecting plate 304 connecting the fixing and stabilizing plate 301 and the push rod plate 306. The connecting plates 304 are evenly arranged inside the exhaust port 305 to fasten the push rod plate 306 and the fixing and stabilizing plate 301. On the one hand, the connecting plates 304 achieve the function of connection and fixation, and on the other hand, they enhance the stability of the electric push rod movement. Second type (not shown): The push rod plate 306 is fixedly connected to the fixing and stabilizing plate 301 outside the exhaust port, and the push rod plate 306 is located outside the exhaust port 305.

[0061] In this embodiment, the exhaust movement part uses a sealing plate 310. The sealing plate 310 is connected to the output end of the electric push rod assembly and moves with the output end. When the sealing plate 310 moves, it closes or opens the exhaust port. Figure 6 As shown, the shape of the sealing plate 310 matches the shape of the exhaust port 305. When the exhaust port is closed, it ensures the stability of the gas inside the main airbag. When the exhaust port is opened, it allows the gas inside to be discharged in order to deal with emergencies.

[0062] The electric push rod assembly includes a push rod fixing part disposed on the exhaust fixing part, and a push rod drive member 308 disposed on the push rod fixing part. A push rod 309 is disposed at the output end of the push rod drive member 308, and the free end of the push rod 309 is fixedly connected to the exhaust moving part. In this embodiment, as... Figure 6 As shown, the push rod fixing part adopts a sleeve 307. One end of the sleeve 307 is located inside the airship, and the other end is fixedly connected to the exhaust fixing part, i.e., the inner wall of the push rod plate 306 in this embodiment. The push rod drive 308 is fixed to the free end of the sleeve 307 and is located inside the airship. The push rod 309 is located inside the sleeve 307 and extends from the other end of the sleeve 307 and is connected to the exhaust moving part. When the push rod drive 308 is activated, the push rod 309 is lifted, which lifts the sealing plate 310 so that the sealing plate 310 leaves the exhaust port 305, allowing the internal gas to be discharged.

[0063] Furthermore, a sealing part for sealing the exhaust port 305 is provided between the exhaust fixing part and the exhaust moving part. The sealing part includes an outer ring 302 and an inner ring 303, which are coaxial and located outside the exhaust port 305, and are provided on the fixed stabilizing plate 301. It also includes a sealing ring 311 provided on the sealing plate 310. The sealing ring 311 can be embedded between the outer ring 302 and the inner ring 303 to form a seal. A sealing ring can also be provided between the outer ring 302 and the inner ring 303 to enhance the sealing effect.

[0064] In existing technologies, airships either lack valves at the top or use traditional mechanical valves. The absence of valves cannot guarantee appropriate pressure in the main airship chamber, posing a risk of rupture under rapid temperature increases. Traditional mechanical valves, on the other hand, are prone to fatigue failure over prolonged use, a situation that cannot be avoided. This device, however, when the main airship pressure becomes excessive, activates an internal electric actuator (not shown) upon power connection, pushing open the valve cover (sealing plate 310) to expel excess gas from the main airship. Once the pressure drops to a safe level, the electric actuator is pulled back to its original position, and the power is then switched off. This device utilizes a very small, miniature electric actuator, making it more stable, safer, more reliable, and lighter, thus possessing significant practicality and potential for widespread adoption.

[0065] The 310 sealing plate serves as the valve cover. It is made of aluminum, making it lightweight, sturdy, and durable, with an anti-oxidation surface treatment.

[0066] like Figure 7 What is shown is Figure 1 Top view, such as Figure 8 What is shown is Figure 7 Sectional view along the A-A direction. Figure 8 As can be seen, a secondary airbag 4 is installed inside the main airbag 1.

[0067] like Figure 9 The diagram shown is of the inflatable component 5. Figure 10 The diagram shows the deflation assembly 6. Both the inflation assembly 5 and the deflation assembly 6 are equipped with one-way valves. Figure 11 The diagram shown is a cross-sectional view of a one-way valve 19, in which a diaphragm 193 is provided inside the one-way valve 19, and a stop 196 for locking and blocking the diaphragm 193 is provided at the air outlet of the one-way valve 19.

[0068] like Figure 11 As shown, the outer periphery of the diaphragm 193 is fixed inside the one-way valve 19. The inner wall of the one-way valve 19 is provided with a bearing ring 191. The edge of the diaphragm 193 is fixed to the bearing ring 191. The fixing method is by glue or screws, etc. In this embodiment, glue is used for fixing, which ensures stable connection and prevents reverse air leakage. Figure 12 As shown, the diaphragm 193 has two semicircular pieces 1931, with their diameter edges close to each other. The middle part of the arc edge is connected to the diaphragm 193, so that when the semicircular pieces 1931 are blown open by the wind, they... Figure 12 As shown in the left semicircular piece 1931, the wind direction at this time is from bottom to top (as shown in the image). Figure 12(In the direction of the wind), the diameter edge is lifted upwards to allow air to enter and exit, while the arc edge remains connected to the diaphragm 193, ensuring that the semicircular piece 1931 will not be blown off the diaphragm 193 by the wind. When the wind blows from top to bottom, the semicircular piece 1931 is pressed against the step 1934 of the diaphragm 193 by the wind force, thus keeping the semicircular piece 1931 in its original shape.

[0069] Specifically, a step 1934 is provided at the connection between the diaphragm 193 and the two semicircular pieces 1931. When the pressure above is high, i.e., when the inflation component is not working, the air pressure inside the auxiliary airbag 4 presses down on the semicircular pieces 1931, and the edges of the semicircular pieces 1931 can be placed on the step 1934 under the action of air pressure. Since the diaphragm and the semicircular pieces are both made of the same elastic sealing material, there will be no air leakage under the pressure of air and the action of the step.

[0070] like Figure 12 As shown, a transverse rib 1932 integrally formed and connected to the diaphragm 193 is provided between the two semicircular pieces 1931, as shown in the figure. Figure 11 As shown, a crossbeam 192 is arranged along the diameter inside the one-way valve 19, and a horizontal rib 1932 is supported on the crossbeam 192. When wind blows from above, the horizontal rib 1932 is blocked by the crossbeam 192, and at the same time, the edge of the diaphragm is fixed to the bearing ring 191, forming a pattern where the outer and middle diameters are supported, preventing it from being squeezed and twisted by air pressure, thus keeping the diaphragm in its original shape and preventing air leakage. At the same time, the step 1934 is also located on the crossbeam 192 to ensure the stability of the semicircular plate when closed.

[0071] like Figure 11 As shown, the outlet of the one-way valve 19 is provided with an inner annular groove 194 and an outer annular groove 195 concentrically arranged; as Figure 13 As shown, combined with Figure 11The stop member 196 includes a stop plate 1961, a central pressure post 1962 disposed at the center of the stop plate 1961, end pressure posts 1963 disposed at both ends of the stop plate 1961, and stop screws 1964 disposed at both ends of the stop plate 1961. The stop plate 1961 is placed outside the air outlet of the one-way valve 19. The central pressure post 1962 extends into the one-way valve 19 and presses against the center of the transverse rib 1932. The end pressure posts 1963 pass through the one-way valve 19 from the inner annular groove 194 and press against the outer edge of the diaphragm 193. The stop screws 1964 are fixed in the outer annular groove 195, thus securing the entire stop member 196. Fixed to the one-way valve, the lengths of the central pressure column 1962 and the end pressure column 1963 are both greater than the distance from the diaphragm to the air outlet of the one-way valve. By forcefully screwing the stop screws 1964 into the bolt holes of the outer ring groove 195 at both ends, the central pressure column 1962 and the end pressure column 1963 forcefully press the diaphragm and the transverse rib. Since the diaphragm and the transverse rib are both elastic sealing materials, they will be compressed under external force. When compressed to a certain extent, they will become tighter and more stable. Therefore, the lengths of the central pressure column 1962 and the end pressure column 1963 are both greater than the distance from the diaphragm to the air outlet of the one-way valve in order to leave a certain compression distance.

[0072] like Figure 12 As shown, a central groove 1933 is provided at the center of the horizontal rib 1932, and the central pressure post 1962 is embedded in the central groove 1933 to serve as the positioning function of the stop 196.

[0073] The end pressure column 1963 is an arc-shaped structure matching the inner ring groove 194. The arc shape allows for a longer arc, increasing the pressure area and ensuring greater stability. While adhesive bonding is relatively stable over long-term use, strong winds at high altitudes can eventually blow the diaphragm off the adhesive surface. Therefore, to ensure maximum stability, pressure columns are used on both sides and the center of the diaphragm to prevent it from detaching from the support ring 191 even in strong winds. Especially on the one-way valve of the venting assembly, if the diaphragm is blown off, it will fall from a great height. The stop component prevents the diaphragm from falling like an object from a height.

[0074] like Figure 11 As shown, the lifting radius of the semicircular piece 1931 indicated by the dashed line is greater than the distance from the diaphragm 193 to the stop strip 1961. After the semicircular piece is lifted, it is blocked by the stop strip 1961, which will not bring an upward pulling force to the diaphragm, thus ensuring that the diaphragm will not leave its original position.

[0075] An airbag inflation / deflation device based on an airship includes a main airbag 1 of the airship and an auxiliary airbag 4 disposed inside the main airbag 1. The outer wall of the main airbag 1 is provided with an inflation component 5 for inflating the auxiliary airbag 4 and a deflation component 6 for deflating the auxiliary airbag 4. Both the inflation component 5 and the deflation component 6 are provided with a one-way valve 19.

[0076] like Figure 9 As shown, the inflation assembly 5 also includes an inflation base plate 501, an inflation fan 503 disposed outside the inflation base plate 501, and a secondary airbag pressure sensor 504 disposed on the inflation base plate 501. A one-way valve 19 is disposed inside the inflation base plate 501, and the inflation fan 503 is positioned facing the air inlet of the one-way valve 19. The inflation base plate 501 is sealed and fixed to the outer wall of the main airbag, the one-way valve is fixed to the inflation base plate 501 with its air outlet facing the inside of the secondary airbag, and the inflation fan 503 is fixed to the inflation base plate 501 and located outside the main airbag, used to deliver external air into the secondary airbag.

[0077] like Figure 10 As shown, the deflation assembly 6 also includes a deflation base plate 601, a deflation fan 603 disposed inside the deflation base plate 601, and a one-way valve 19 disposed outside the deflation base plate 601, with the deflation fan 603 facing the air inlet of the one-way valve 19. The deflation base plate 601 is sealed and fixed to the outer wall of the main airbag, the one-way valve is fixed to the deflation base plate 601 with its air inlet facing the inside of the auxiliary airbag, and the inflation fan 503 is fixed to the deflation base plate 601 and located inside the auxiliary airbag, used to transport air from inside the auxiliary airbag to the outside.

[0078] The auxiliary airbag pressure sensor 504 is used to detect the pressure in the auxiliary airbag 4. When the pressure in the auxiliary airbag is compared with the pressure in the main airbag, it determines whether to inflate, deflate, or not inflate or deflate. The auxiliary airbag pressure sensor 504 monitors the internal pressure of the auxiliary airbag in real time, and when the pressure exceeds the warning pressure, it initiates deflation.

[0079] Both the inflation fan and deflation fan are connected to a 12V high-speed motor. The 12V high-speed motor drives the fan to open the one-way valve, expelling excess pressurized gas from the auxiliary airbag or inflating it. When inflation is required, the inflation fan 503 located outside the auxiliary airbag continuously blows air towards the one-way valve 19. When the airflow is greater than the internal pressure of the auxiliary airbag, the semicircular plate 1931 is lifted to allow air in. When the auxiliary airbag pressure sensor 504 and the main airbag pressure sensor 15 detect the auxiliary airbag pressure and the main airbag pressure, the main control device determines that the main airbag pressure is sufficient, and the inflation fan 503 stops working. At this time, the external pressure disappears, and the internal pressure of the auxiliary airbag presses against the semicircular plate, causing the semicircular plate to return to its original position. Under the action of the internal pressure of the auxiliary airbag, the entire diaphragm remains in a sealed and stable state. When the temperature rises, the volume inside the main airbag expands, and the volume inside the auxiliary airbag also expands. It is necessary to depressurize quickly, otherwise there is a risk of bursting. The venting fan 603 located inside the auxiliary airbag works to transport the gas inside the auxiliary airbag to the outside. At this time, the semicircular plate on the one-way valve is lifted outward by force, and the air inside the auxiliary airbag is blown outward by the fan. When the values ​​detected by the auxiliary airbag pressure sensor 504 and the main airbag pressure sensor 15 meet the stable state of the airship, the main control equipment controls the venting fan 603 to stop working. At this time, the pressure inside the auxiliary airbag is less than the external pressure, and the semicircular plate resets under the high external pressure to maintain a sealed and stable state.

[0080] The auxiliary airbag 4 is located at the bottom inside the main airbag 1, overlapping with the main airbag 1, and the main and auxiliary airbags are sealed to each other. The auxiliary airbag 4 is connected to an inflation component 5 and a deflation component 6. Both the inflation component 5 and the deflation component 6 are connected to the auxiliary airbag 4 and are used for inflating and deflating the auxiliary airbag.

[0081] Both the inflation assembly 5 and the deflation assembly 6 include a fan and a check valve for one-way deflation or inflation. An inflation indicator light 512 and a deflation indicator light 604 are also provided to indicate the inflation / deflation status.

[0082] The main gasbag 1 is filled with helium, and the auxiliary gasbag 4 is filled with air. When the pressure inside the main gasbag is high, some of the gas in the auxiliary gasbag 4 is expelled through the deflation assembly 6. When the pressure inside the main gasbag is low, some gas is injected into the auxiliary gasbag 4 through the inflation assembly 5, so that the pressure inside the main gasbag is always maintained at a stable value, thus keeping the main gasbag in a boat-like shape. Furthermore, if the pressure inside the main gasbag is lower than a predetermined value, the front of the main gasbag will form an inward-facing dent under the compression of external air pressure during flight. A drop in pressure inside the main airbag increases drag during flight. Therefore, when the main airbag pressure sensor 15 detects that the pressure inside the main airbag is lower than a preset value, the main control unit activates the auxiliary airbag inflation component 5 to inflate it, increasing its volume within the main airbag. This compresses the helium gas inside the main airbag, supporting it and maintaining the airbag's shape. Once the pressure inside the main airbag reaches the preset value, the auxiliary airbag stops inflating to prevent an explosion due to excessive pressure.

[0083] like Figure 14 The diagram shows a schematic of a support platform, which includes a pod 7 and a rope assembly mounted on the upper part of the pod 7. The rope assembly is equipped with a balancing component for maintaining the balance of the rope assembly.

[0084] The balancing assembly includes a cable coil 11 and a rotating shaft 9.

[0085] The rope assembly includes a lower rope 8, a middle rope 10, and an upper rope 12. The lower end of the lower rope 8 is connected to the upper end of the gondola 7, and the upper end is connected to the rotating shaft 9. The lower end of the middle rope 10 is connected to the rotating shaft 9, and the upper end is connected to the cable collection ring 11. The lower end of the upper rope 12 is connected to the cable collection ring 11. The lower rope 8, the middle rope 10, and the upper rope 12 are all made of flexible ropes, which can be easily stored when the airship is retracted.

[0086] like Figure 15As shown, the cable loop 11 is provided with a balance connecting ear 111. The balance connecting ear 111 includes a balance hinge portion located in the middle for hinged connection of the cable loop 11, a balance upper fixing portion located at the upper end for connection of the upper rope 12, and a balance lower fixing portion located at the lower end for connection of the middle rope 10. In this embodiment, the balance hinge portion adopts a balance hinge hole 114 opened in the middle of the balance connecting ear 111, the balance upper fixing portion adopts a balance upper connecting hole 112 opened in the upper part of the balance connecting ear 111, and the balance lower fixing portion adopts a balance lower connecting hole 113 opened in the lower part of the balance connecting ear 111. During installation, the cable collection ring 11 is threaded through the balance hinge hole 114, allowing relative rotation between the two. The upper rope 12 is fixed to the balance upper connection hole 112, and the middle rope 10 is fixed to the balance lower connection hole 113. Due to the hinge effect between the cable collection ring 11 and the balance connection ear 111, the relationship between the upper rope 12 and the middle rope 10 can be automatically balanced, making this part stable. Even if there is wind, the direction of the balance connection ear 111 can be automatically adjusted under self-balancing to ensure the balance of the rope, thereby ensuring the balance of the buoy.

[0087] Alternatively, the balancing hinge can also use a bearing. Specifically, a bearing is installed on the balancing connecting lug 111, and several sections of the cable collection ring 11 are designed as straight lines, with the straight sections installed in the bearing to achieve the hinge. The upper and lower balancing fixing parts can also use snap-fit, bolts, or other methods.

[0088] Currently used airships and pods are directly connected by ropes, which makes it difficult for the airship and the pod below to be stably aligned, easily causing violent shaking and creating safety risks. In this device, the cable-collecting loop 11 is located in the middle of the rope, absorbing the turbulence encountered by the airship above. When the airship encounters wind and shakes, the upper rope 12 shakes or rotates with the airship. During the rotation, the ropes are prone to tangling and knotting. This device uses the cable-collecting loop to solve the knotting problem. Once the upper rope 12 shakes or rotates, the cable-collecting loop 11 can absorb this rotation, ensuring the stability of the rope.

[0089] The cable tie is made of aluminum, making it lightweight, sturdy, and durable, with an anti-oxidation surface treatment.

[0090] Furthermore, the balance connecting ear 111 can also be directly welded to the cable ring 11. The balance connecting ear 111 is welded and fixed in an inverted V-shape, serving as a connecting element.

[0091] like Figure 16 The diagram shown is of the rotating shaft 9. Figure 17 What is shown is Figure 16A cross-sectional schematic diagram; the rotating shaft 9 includes a rotating shaft body, which includes a first rotating part and a second rotating part that are rotatably connected; a first connecting body, which is disposed at the outer end of the first rotating part and is used to connect the airship; a second connecting body, which is disposed at the outer end of the second rotating part and is used to connect the pod; it also includes a gravity sensor for detecting the weight of the pod, which is disposed on the first connecting body or the second connecting body.

[0092] Among them, such as Figure 17 As shown, the first rotating part includes a first body 901, and the second rotating part includes a second body 902. One end of the first body 901 is provided with a receiving groove for mounting the second body 902. The second body 902 is embedded in the receiving groove and can rotate in the receiving groove.

[0093] Furthermore, a rotating component for rotation is provided between the first body 901 and the second body 902. In this embodiment, the rotating component is a bearing 903. The outer wall of the bearing 903 is connected to the receiving groove, and the inner wall is connected to the first body 901, so that the first body 901 and the second body 902 are rotatably connected. When one end rotates, the other end can remain stationary, allowing the first end to rotate independently. That is, when there is wind, the airship rotates, and the rope pulls the first body 901 to rotate, while the second body 902 is held by the lower pod and has a certain load-bearing capacity to maintain a state of almost no rotation, allowing the upper first body 901 to rotate independently with the airship, thus ensuring the stability of the lower pod.

[0094] Furthermore, a limiting member for restricting the position of the rotating component is provided between the first body 901 and the second body 902. In this embodiment, the limiting member includes a first stop ring 904 and a second stop ring 905, which are located at both ends of the rotating component. The second body 902 has a convex ring 906 on its outer edge, and an annular groove is formed on the inner wall of the opening of the receiving groove. The second stop ring 905 is placed in this annular groove, and its inner wall surrounds the outer wall of the convex ring 906. The convex ring 906 is in contact with the bearing component 903 to block it. The first stop ring 904 is in close contact with the stepped surface deep within the receiving groove, and together with the external limiting effect of the second stop ring 905, it forms a limiting effect on the bearing component 903. This ensures smooth operation of the bearing component and maintains the stability and balance of the entire rotating shaft.

[0095] Furthermore, a friction element for reducing rotational resistance is provided between the first body 901 and the second body 902. In this embodiment, the friction element includes a first pad 907 and a second pad 908 that fit together. The first pad 907 is disposed deep within the receiving groove, and the second pad 908 is disposed at the end of the second body 902. The first pad 907 and the second pad 908 are made of ceramic sheets, and the friction between the ceramic sheets can reduce rotational resistance and maintain smooth rotation.

[0096] The first connecting body includes a first U-shaped frame 913 and a first connecting rod 909 disposed on the first U-shaped frame 913. The lower end of the buoy's rope, i.e., the middle rope 10, is connected to the first connecting rod 909. A first collar 910 is provided on the outside of the first connecting rod 909 to prevent the rope from damaging the first connecting rod 909.

[0097] The second connecting body includes a second U-shaped frame 914 and a second connecting rod 911 disposed on the second U-shaped frame 914. The upper end of the pod's rope, i.e., the lower rope 8, is connected to the second connecting rod 911. A second collar 912 is provided on the outside of the second connecting rod 911 to prevent the rope from damaging the second connecting rod 911.

[0098] The rotating shaft in this device has a large load-bearing capacity, such as 1 ton, which can support the lower pod.

[0099] Furthermore, the gravity sensor is located on the first or second connecting body, specifically on the first U-shaped frame 913 or the second U-shaped frame 914. In this embodiment, the second connecting rod 911 is a gravity sensor, which is directly connected to the rope of the pod and can determine the weight of the pod. In other embodiments, the gravity sensor can replace the position of the first connecting rod 909, and the rope connected to the upper airship can detect the weight of the pod at the top. The gravity sensor data is transmitted to the main control device (not shown).

[0100] During use, the gravity sensor sends the detected weight of the pod to the main control equipment. The main control equipment adjusts the load to be slightly greater than the buoyancy of the airship, so that the airship always has a slow sinking tendency. The navigation system 2 and the tail fin motor 18 at the tail are activated. The airflow generated by the motor pushes the airship, so that the airship does not sink and completes forward, backward, ascent and descent.

[0101] This device incorporates a rotating shaft between the ropes to absorb vibrations encountered by the upper airship. When the airship encounters wind and sways, causing the ropes to rotate, the upper rope 12 and the middle rope 10 utilize a cable-collecting loop 11 to absorb the rotation, ensuring that the upper rope 12 and the middle rope 10 do not tangle. However, if the wind is strong, the force received by the airship increases. While the cable-collecting loop can prevent the ropes from tangling, it cannot stop the rotation. The first connecting body 913 of the rotating shaft receives the rotational force. As the ropes rotate, under the action of the first and second rotating parts, the upper first rotating part rotates accordingly, while the second rotating part remains stable and does not rotate under the pull of the gondola's gravity. Consequently, the lower rope 8 connected below also does not rotate, thus preventing the gondola 7 from rotating. Even if there is a small-scale rotation, it will not affect the stability of the gondola.

[0102] like Figure 18 As shown, the pod 7 includes a pod support column 701 and a pod retaining ring 702 fixed on the pod support column 701. The pod retaining ring 702 is provided with a pod connecting lug 704, and the lower end of the lower rope 8 is connected to the pod connecting lug 704.

[0103] Specifically, the pod connecting lug 704 includes a pod hinge portion at the lower end for hinged connection of the pod retaining ring 702, and a pod connecting portion at the upper end for connection of the lower rope 8. In this embodiment, the pod hinge portion uses a pod hinge hole 705 formed on the pod connecting lug 704, and the pod connecting portion uses a pod connecting hole 706 formed on the pod connecting lug 704. The pod retaining ring 702 passes through the pod hinge hole 705, and the lower rope 8 is fixed in the pod connecting hole 706. Of course, the pod connecting portion can also be a bearing, with the bearing mounted on the pod connecting lug 704 and the pod retaining ring 702 mounted in the bearing. The pod connecting portion can also be in the form of a snap-fit ​​or similar mechanism.

[0104] Furthermore, the gondola baffle 702 adopts an annular ring. Compared with a square frame, the annular ring does not have sharp edges and corners, so it will not scratch the human body. During takeoff or after stabilization, it will not hit or get entangled with tree branches during rotation.

[0105] A reinforcing rod 708 is provided between the uppermost gondola retaining ring 702 and the gondola column 701 to improve the stability of the gondola. The bottom of the gondola column 701 is provided with a platform base 709 for supporting people or objects, for people to stand on. Of course, a flat plate can also be laid on it to prevent people from stepping into the air.

[0106] In this device, the gondola 7 is connected to the lower part of the main airbag using a rope assembly. The main airbag lifts the gondola, allowing the worker to reach the treetop. Even if there is wind, there will be no large swaying, maintaining the stability of the worker and making it easier to harvest pine cones.

[0107] like Figure 19The diagram shown is of the tail fin assembly, combined with... Figure 1 The tail assembly includes several tail fins 17 located at the tail of the main airbag 1. Each tail fin 17 includes a rigid part 1701 for supporting the tail fin and a flexible part 1702 located at the rear end of the rigid part 1701 for providing buoyancy. The rigid part 1701 is made of lightweight and sturdy steel structure, carbon fiber, etc., and is used as the support for the tail fin. Its bottom end is fixed to the main airbag 1, and its rear end is fixedly connected to the flexible part 1702. The bottom end of the flexible part 1702 is fixed to the main airbag 1 to form a support. The flexible part 1702 is filled with a gas with a density less than air, such as helium, to provide some buoyancy. Since the tail of the airship is relatively small, the gas inside the main airbag at the tail is correspondingly less, resulting in less buoyancy at the tail. However, due to the presence of the rigid part and the installation of the tail fin motor, the weight of the tail is relatively large. Therefore, a part of the tail fin, namely the flexible part 1702, is used as a small airbag. The helium filled inside can provide some buoyancy, so that the tail of the airship will not go out of control.

[0108] Of course, the area of ​​the rigid part 1701 is smaller than that of the soft part 1702. The rigid part 1701 can account for one-third of the tail fin 17, which can maintain the structure of the tail fin and provide buoyancy.

[0109] One of the tail fins 17 has a tail fin drive unit on its rigid part 1701. Specifically, the tail fin drive unit includes two tail fin motors 18 in opposite directions. The two tail fin motors 18 are set on the rigid part 1701 facing outwards, that is, the air blowing direction of the two tail fin motors 18 is facing outwards. When turning is required, the corresponding motor is turned on to realize the direction control at the tail. In conjunction with the steering components on both sides, the turning is completed.

[0110] In this embodiment, the tail fin motor 18 is positioned close to the main airbag 1, which enhances the stability of the tail fin motor 18 and prevents it from tilting due to airflow during flight.

[0111] The rigid part 1701 serves as the frame, which is made of stainless steel, making it sturdy, durable, and corrosion-resistant. The rigid part also includes a motor base plate made of epoxy board, on which the tail wing motor 18 is mounted.

[0112] In this embodiment, there are three tail fins 17, which are evenly distributed to form a triangular shape, further enhancing flight stability.

[0113] Alternatively, there may be four tail fins 17, evenly distributed in a cross shape, to further enhance flight stability.

[0114] Furthermore, the area of ​​the rigid 1701 material can be made smaller, such as... Figure 16 As shown, the area of ​​the rigid part 1701 is sufficient to install the tail wing motor 18, therefore, Figure 16 The soft part 1702 can be set into a figure-7 shape, and the hard part 1701 is set at the notch of the figure-7 shape to further reduce weight and increase buoyancy.

[0115] This device is also equipped with a detection component connected to the main control equipment to detect various parameters of the airship. The detection component includes an anemometer 14, which is placed on the closed plate of the top exhaust assembly 3 and located at the highest point to detect wind speed. It also includes a collision warning light 13, which is placed on the closed plate of the top exhaust assembly 3 for warning purposes. It also includes a main airbag pressure sensor 15, which is placed on the closed plate of the top exhaust assembly 3 to detect the pressure inside the main airbag. It also includes a temperature and humidity sensor 16, which is placed on the closed plate of the top exhaust assembly 3 to detect the temperature and humidity inside the main airbag. It also includes a secondary airbag pressure sensor 504, which is placed on the inflation assembly 5 of the secondary airbag to detect the temperature inside the secondary airbag.

[0116] The temperature and humidity inside the main airbag affect the buoyancy. For example, according to the principle of thermal expansion and contraction, the buoyancy is greater at higher temperatures and less at lower temperatures; the buoyancy is smaller at higher humidity and greater at lower humidity. The collected temperature and humidity data can be used as data to determine buoyancy.

[0117] The collected data on the pressure of the main airbag and the auxiliary airbag are used as a reference for whether to inflate the auxiliary airbag and how much air to inflate it.

[0118] Working principle:

[0119] First, move the equipment to an open area with a clearance of no less than 20*20 meters; fix the head of the airship to the anchor rod, and unfold the hull smoothly without any thick accumulation.

[0120] Install the tail fin motor 18, mounting it on both sides and securing it in place.

[0121] Install the navigation system 2, maintain balance on both sides, and mount it on the support frame.

[0122] Helium is injected into the main airbag 1 through the inflation port (which can be a separate inflation port on the main airbag), causing it to slowly take on a boat shape and the stern of the boat is fixed.

[0123] Turn on the power and inflate the secondary airbag 4 with air.

[0124] The airship floats to the surface, the ropes are straightened, and the cable loop 11 and the gondola 7 are connected.

[0125] Release the anchor points at the front and rear of the boat, and the boat slowly rises.

[0126] The operator stands in the pod to perform the operation.

[0127] If the main airbag pressure is too high, the value received by the main airbag pressure sensor 15 will reach the warning value, and the exhaust assembly 3 of the top valve will be opened to release the excess gas; once the pressure of the main airbag pressure sensor 15 returns to a stable value, the top valve will be closed.

[0128] When a turn is required, the operator presses the turn motor switch button, and the tail fin motor 18 works simultaneously. When the turn is completed, the turn motor and tail fin motor are turned off.

[0129] Operators harvest pine nuts while maintaining a stable working state.

[0130] Once harvesting is complete, open the top valve exhaust assembly 3 to release some helium, allowing the boat to descend slowly. Once the boat begins to descend, close the top valve. After the boat lands smoothly, reopen the top valve to release the gas quickly.

[0131] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention shall fall within the scope of the technical solution of the present invention.

Claims

1. An airship tail assembly, characterized by: The tail wing (17) includes a hard part (1701) for supporting the tail wing and a soft part (1702) provided at the rear end of the hard part (1701) for providing buoyancy; the soft part (1702) is filled with a gas having a density less than air or air; the hard part (1701) of one of the tail wings (17) is provided with a tail wing driving member, which includes a tail wing motor (18) provided close to the main air bag (1).

2. A tail assembly for an aerostat according to claim 1, wherein: The number of the tail wings (17) is 3 or 4, and the tail wings (17) are evenly distributed.

3. An aerostat, characterized by: The airship tail wing assembly includes a main air bag (1) and the tail wing assembly according to any one of claims 1-2.

4. A floatation device according to claim 3, wherein: The main air bag (1) is internally provided with a secondary air bag (4) filled with air for adjusting the pressure inside the main air bag (1); the secondary air bag (4) is provided with an inflation assembly (5) and a deflation assembly (6), both of which are arranged on the outer wall of the main air bag (1) and have an inner end in communication with the secondary air bag (4).

5. A floatation device according to claim 3, wherein: The main air bag (1) is provided with a turning system (2) for controlling the flight direction, which includes a pair of symmetrically arranged turning assemblies on the outer wall of the main air bag (1).

6. A floatation device according to claim 3, wherein: The top of the main air bag (1) is provided with an exhaust assembly (3) for exhausting the gas inside the main air bag (1).

7. A floatation device according to claim 3, wherein: The main air bag (1) is connected below with a carrying platform for carrying people or objects, which includes a gondola (7), a rope assembly for connecting the gondola (7) to the lower part of the main air bag (1), and a balancing assembly provided on the rope assembly for keeping the gondola (7) balanced.

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