Lighting systems and aircraft

Abstract

The present invention discloses a lighting system and an aircraft, wherein the aircraft includes an aircraft body, a drive member disposed on the aircraft body, and a propeller drivably connected to the drive member. The lighting system includes a light-emitting assembly and a control unit. The light-emitting assembly includes a light-emitting element and a wind power generation module. The light-emitting element is disposed on the propeller and is capable of forming a light-emitting area on at least a portion of the outer circumference of the propeller. The wind power generation module is disposed on the aircraft body or the propeller, electrically connected to the light-emitting element, and is capable of generating electricity using the relative airflow generated when the aircraft is in operation. The control unit is electrically connected to the drive member and controls the flight mode of the aircraft. The technical solution of the present invention can provide a warning function through the light-emitting area on the propeller, thereby improving the safety of aircraft operation.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a lighting system and an aircraft. Background Art

[0002] With the in-depth research and development of eVTOL (Electric Vertical Takeoff and Landing) aircraft, its rapid development is shortening the distance between people and aircraft, and is gradually appearing in people's daily life and work, becoming a travel mode complementary to ground transportation.

[0003] Whether the eVTOL aircraft is in ground standby, flying in the air, or in the vertical take-off and landing phase, the propeller's own structure and the strong wind generated by its rotation may cause accidents, such as personal injury to ground personnel or the propeller hitting trees or buildings. Therefore, it is necessary to issue safety warnings on the propeller's working range to eliminate safety hazards and improve the safety of the aircraft. Summary of the Invention

[0004] The main purpose of the present invention is to provide a lighting system, which aims to form a warning effect through the luminous area on the propeller, thereby improving the safety of aircraft use.

[0005] To achieve the above-mentioned object, the present invention provides a lighting system for an aircraft, wherein the aircraft includes an aircraft body, a driving member provided on the aircraft body, and a propeller drivingly connected to the driving member, and the lighting system includes:

[0006] a light-emitting assembly comprising a light-emitting element and a wind power generation module, wherein the light-emitting element is disposed on the propeller and is capable of forming a light-emitting area on at least a portion of the outer circumference of the propeller; and the wind power generation module is disposed on the aircraft body or the propeller, the wind power generation module being electrically connected to the light-emitting element and capable of generating electricity by utilizing relative airflow generated when the aircraft is in operation; and

[0007] A control unit is electrically connected to the driving member and controls the flight mode of the aircraft.

[0008] Optionally, the control unit is further electrically connected to the light emitting element, and the flight mode includes a level flight mode. When the aircraft is in the level flight mode, the control unit controls the light emitting element to enter a first light emitting mode.

[0009] Optionally, the light-emitting components are provided with at least two and are respectively provided on the left and right propellers of the aircraft, and the first light-emitting mode is configured such that the light-emitting element located on the left side of the aircraft emits red light and the light-emitting element located on the right side of the aircraft emits green light.

[0010] Optionally, the lighting system further comprises 5 backup batteries electrically connected to the control unit and the light emitting element respectively, and the flight mode further comprises a standby mode. When the aircraft is in the standby mode,

[0011] When the backup battery is on, the control unit controls the backup battery to supply power to the light emitting element, and controls the light emitting element to enter a second light emitting mode, where the second light emitting mode is configured differently from the first light emitting mode.

[0012] Optionally, the second lighting mode is configured to flash.

[0013] Optionally, the luminous color in the second luminous mode is configured as a single color.

[0014] Optionally, the flight mode further includes a vertical take-off and landing mode. When the aircraft is in the vertical take-off and landing mode, the control unit controls the light-emitting element to enter a third light-emitting mode, and the third light-emitting mode is configured differently from the first light-emitting mode.

[0015] Optionally, the control unit is also electrically connected to the light-emitting element, and when the aircraft enters a state of equipment failure, the control unit controls the light-emitting element to enter an alarm mode.

[0016] The present invention also proposes an aircraft, comprising an aircraft body, a driving member, a propeller and the aforementioned lighting system, wherein the driving member is arranged on the aircraft body and can drive the propeller to rotate, and the control unit of the lighting system is arranged on the aircraft body, the driving member or the propeller.

[0017] Optionally, the propeller includes a base and at least two blades connected to each other, at least two of the blades are spaced apart along the circumference of the base, and the light-emitting element can at least form a light-emitting area on the outer peripheral surface of the free end of the blade.

[0018] Optionally, the propeller includes a base and at least two blades connected to each other, at least two blades are spaced apart along the circumference of the base, the wind power generation module is arranged in the blades, and the wind power generation module is provided in the blades.

[0019] The power generation module includes a wind turbine electrically connected to the light-emitting element, and a wind impeller arranged on the rotating shaft of the wind turbine 5. The blades are provided with an air flow channel for allowing external air to flow to the wind impeller. The air flow channel includes an impeller cavity section. The wind impeller is arranged in the impeller cavity section. The light-emitting component also includes a flow controller arranged in the blades and connected to the impeller cavity section. The flow controller is used to adjust the air flow in the air flow channel.

[0020] In the technical solution of the present invention, by forming a luminous area on the outer circumference of the propeller, an observer can immediately detect the propeller's location, thereby accurately avoiding the propeller's operating range and improving the safety of the aircraft. Furthermore, the wind power generation module utilizes the relative airflow generated by the aircraft during operation to generate power and supply power to the light-emitting element, thus eliminating the need for electrical connections between the drive unit and the propeller, reducing the aircraft's overall energy consumption and improving its endurance. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0022] Figure 1 This is a schematic structural diagram of an aircraft according to an embodiment of the present invention;

[0023] Figure 2 for Figure 1 Another structural diagram of the aircraft;

[0024] Figure 3 for Figure 2 A schematic diagram of the structure of the blades on the aircraft;

[0025] Figure 4 for Figure 2 Another schematic diagram of the structure of the blades on the aircraft;

[0026] Figure 5 for Figure 4 Schematic diagram of the installation structure of the first and second shell sections of the middle blade;

[0027] Figure 6 for Figure 5 Schematic diagram of the structure of the light-emitting component;

[0028] Figure 7 for Figure 6 Schematic diagram of the structure of the air flow channel and flow controller;

[0029] Figure 8 for Figure 6 Exploded diagram of the parts of the flow controller;

[0030] Figure 9 for Figure 6 A structural diagram of the flow controller;

[0031] Figure 10 for Figure 9Another structural diagram of the flow controller.

[0032] Description of Figure Numbers:

[0033]

[0034]

[0035] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0036] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0037] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0038] In the present invention, unless otherwise specified or limited, the terms "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can mean fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will be able to understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0039] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the meaning of "and / or" appearing throughout the text includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme in which A and B are satisfied at the same time. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0040] The present invention proposes a lighting system and an aircraft having the lighting system, please refer to Figures 1 to 4 In one embodiment of the present invention, an aircraft includes an aircraft body 40, a driving member provided on the aircraft body 40, a propeller drivingly connected to the driving member, and a lighting system. The lighting system includes:

[0041] a light-emitting assembly 20 comprising a light-emitting element 21 and a wind power generation module 22. The light-emitting element 21 is disposed on the propeller and is capable of forming a light-emitting area 20a on at least a portion of the outer circumference of the propeller. The wind power generation module is disposed on the aircraft body or the propeller. The wind power generation module 22 is electrically connected to the light-emitting element 21 and is capable of generating electricity by utilizing the relative airflow generated when the aircraft is in operation.

[0042] The control unit is electrically connected to the driving element and controls the flight mode of the aircraft.

[0043] In the technical solution of the present invention, by forming a luminous area 20a on the outer surface of the propeller, an observer can immediately detect and determine the propeller's location, thereby accurately avoiding the propeller's operating range, thereby improving the safety of the aircraft. Furthermore, the wind power generation module 22 utilizes the relative airflow generated by the aircraft during operation to generate electricity, which is then supplied to the light-emitting element 21. This eliminates the need for electrical connections between the drive unit and the propeller, reduces the aircraft's overall energy consumption, and improves its endurance.

[0044] Of course, in other embodiments, a warning light can be installed on the side of the propeller facing the ground. The light beam of this warning light can project a warning pattern or warning message on the ground. However, this solution has the problem of not being observable from multiple directions and angles, which may pose a safety hazard. Specifically, a light-emitting element is installed on the boom or propeller of the eVTOL aircraft and is configured to emit light toward the ground, so that the light is projected onto the ground and forms a light shadow of the rotating propeller or a warning message. Understandably, this light shadow projected onto the ground can only provide a relatively good warning to ground personnel. That is, when the aircraft is in flight, pilots of this aircraft and other aircraft cannot use this light shadow to identify the operating range of the propeller. Secondly, the landing platform is usually built in a relatively open area with good sunlight during the day. Even in low light or when operating at night, the landing platform will turn on the ground lighting. Understandably, strong ambient light will significantly affect the effect of the light shadow cast by the light emitted by the light-emitting element on the aircraft on the ground. That is, the size and information of the light shadow are difficult to identify, which is not conducive to warning personnel on the ground. Furthermore, it is unreasonable to observe the warning message light and shadow formed on the ground from the perspective of ground personnel, because the "Regulations on the Setting of Safety Warning Signs" require that the safety signs set should make the observation angle of most observers close to 90°.

[0045] In order to enable the luminous area 20a to be observed from all directions, in one embodiment, the propeller further includes a base 30 and at least two blades 10, the at least two blades 10 being spaced apart along the circumference of the base 30 and disposed on the base 30, the blades 10 having opposing mounting ends 10a and free ends 10b, the mounting ends 10a being disposed on the base 30, and the light-emitting elements 21 being capable of forming the luminous area 20a on at least the outer circumference of the free ends 10b. Thus, by forming the luminous area 20a on the outer circumference of the free ends 10b of the blades 10, the luminous area 20a can be observed from all directions. For example, when the blade 10 is used in an aircraft, the pilot of the aircraft, pilots of other aircraft, and ground personnel can all directly observe the luminous area 20a on the blade 10, thereby being able to quickly and clearly determine the maximum profile of the blade 10 during rotation and to promptly and effectively avoid the blade 10, thereby improving the safety of the aircraft.

[0046] It should be noted that the outer peripheral surface of the free end 10b of the blade 10 refers to the peripheral side surface around the blade tip (i.e., the point where the diameter of the blade 10 is the largest), so that the luminous area 20a on the outer peripheral surface can be observed from all angles of the blade 10.

[0047] Specifically, aircraft include but are not limited to drones, eVTOL (Electric Vertical Takeoff and Landing) aircraft, helicopters, etc. Taking eVTOL aircraft as an example, the flight mode includes vertical takeoff and landing mode and level flight mode. Specifically, the drive unit can be configured as an electric motor, hydraulic motor or pneumatic motor, etc. Please refer to Figure 1 and 2 ,in Figure 1 This is a diagram of the aircraft in level flight mode, with the front propeller pointing straight ahead. Figure 2 The figure is a schematic diagram of an aircraft in vertical take-off and landing mode, in which the front propeller of the aircraft is in a posture facing directly above the aircraft. By providing a luminous area 20a on the outer peripheral surface of the propeller tip (i.e., the free end 10b of the blade 10), the luminous area 20a can form an intuitive annular aperture and issue a warning when the propeller rotates, so that the pilot, ground personnel and other aircraft can effectively judge the safe rotation range of the propeller in all directions. Specifically, the warning effect can be maximized when the aircraft is moving on the ground and in the air, especially in dim light or at night; when the aircraft is flying at low altitude, it can provide clear and effective warnings or information transmission to other aircraft in the air, facilitating mutual avoidance between multiple aircraft; when the aircraft is moving on the ground or in the take-off and landing phase, it can enable its own pilot and ground personnel to quickly and effectively judge the operating range of the propeller and provide an intuitive warning effect; in addition, the luminous area 20a can also play a role in driving away birds, thereby reducing the occurrence of accidents of collisions between aircraft and animals. It is understood that the luminous area 20a on the blade 10 of the present invention can be observed from multiple directions and angles, thereby improving the safety of the device using the blade 10. Of course, in some embodiments, the luminous area 20a can also cover the entire outer circumference of the blade 10, or the luminous area 20a can cover most of the outer circumference of the blade 10, or there can be multiple luminous areas 20a distributed at intervals along the length of the blade 10.

[0048] In one embodiment, the wind power generation module 22 is located on the propeller, that is, it uses the relative airflow generated by the propeller's rotation to generate power. It is understood that the blades 10 are in a state of rotation for most of the aircraft's operating time, thereby ensuring the continuous effectiveness of the wind power generation function. Optionally, in this embodiment, the wind power generation module 22 can be located on the blades 10 or the base 30. Of course, in some embodiments, the wind power generation module 22 can also be located on the aircraft body 40, in which case the relative airflow generated by the aircraft body 40 moving forward, backward, or left and right can be used to generate power. In other embodiments, a portion of the wind power generation module 22 can be located on the aircraft body 40, while another portion can be located on the propeller. For example, the wind power generation module 22 includes a wind turbine 221 and a wind impeller 222, with the wind turbine 221 located on the aircraft body 40 and the wind impeller 222 located on the propeller.

[0049] In one embodiment, the control unit is further electrically connected to the light-emitting element 21. When the aircraft is in level flight mode, the control unit controls the light-emitting element 21 to enter a first light-emitting mode. Specifically, in an embodiment where the aircraft has propellers on both the left and right sides, each propeller is provided with a light-emitting element 21. The first light-emitting mode is configured such that the light-emitting element 21 on the left side of the aircraft emits red light, and the light-emitting element 21 on the right side of the aircraft emits green light. In this way, the navigation lights configured with red on the left and green on the right can accurately indicate the position and direction of movement of the aircraft, facilitating mutual prediction of each other's level flight status between multiple aircraft and enabling early preparation for maneuvers such as mutual avoidance. Of course, in some embodiments, the first light-emitting mode can also be configured to flash, for example, flashing red light. In other embodiments, the control unit may not be electrically connected to the light-emitting element 21, and the light-emitting element 21 may be constantly in a certain light-emitting mode, for example, a navigation light mode with red on the left and green on the right.

[0050] In one embodiment, the lighting system further includes a backup battery electrically connected to the control unit and the light-emitting element 21. The flight mode also includes a standby mode. When the aircraft is in standby mode, the control unit controls the backup battery to supply power to the light-emitting element 21 and controls the light-emitting element 21 to enter a second lighting mode, which is configured differently from the first lighting mode. It should be noted that standby mode refers to a state in which some functions of the aircraft are activated but the propellers have not yet begun rotating. During this state, the wind turbine 221 is unable to generate electricity, and the backup battery is activated to support the operation of the light-emitting element 21. This provides a good warning function even before the propellers begin rotating. Optionally, in this embodiment, the backup battery is configured as an onboard power source located within the aircraft body 40. Of course, in some embodiments, the backup battery can also be configured as a backup power source distinct from the onboard power source, such as a rechargeable battery or dry cell battery located within the propellers. When configured as a rechargeable battery, the electricity generated by the wind turbine 221 can be stored in the rechargeable battery, which then powers the light-emitting element 21. In other embodiments, the backup battery may not be provided, and the light-emitting element 21 may not emit light when the aircraft is in standby mode.

[0051] In one embodiment, the second lighting mode is configured to flash, and the lighting color is configured to be a single color. This allows the warning signal to be transmitted clearly and accurately. Specifically, the lighting color is optionally configured to be red. Of course, in other embodiments, the second lighting mode can also be configured to flash yellow or green light, or to be a steady red, yellow, or green light.

[0052] In one embodiment, when the aircraft is in vertical takeoff and landing (VTOL) mode, the control unit controls the light-emitting element 21 to enter a third lighting mode, which is configured differently from the first lighting mode. This allows an observer to quickly and accurately identify that the aircraft is in vertical takeoff and landing (VTOL) mode, thereby improving the ease and safety of use of the aircraft. Specifically, the third lighting mode can optionally include alternating red and green, or alternating blue and yellow. Of course, in other embodiments, the third lighting mode can also be a single, flashing color.

[0053] In one embodiment, the control unit is also electrically connected to the light-emitting element 21. When the aircraft enters a state of equipment failure, the control unit controls the light-emitting element 21 to enter an alarm mode. It should be noted that equipment failure refers to an abnormality or failure of the electronic equipment on the aircraft, such as excessive heat generation of the onboard power supply, abnormal propeller speed, abnormal wind turbine 221, or abnormal display of the electronic instrument in the cockpit. In this way, the observer can quickly and accurately realize that the aircraft has an equipment failure and may need to prepare corresponding inspections and repairs, thereby improving the convenience and safety of the aircraft. Specifically, the alarm mode can be different colors flashing alternately or a single color flashing, such as red, yellow, and green flashing alternately, or red flashing long and short repeatedly.

[0054] It is worth mentioning that in an embodiment of the present invention, the aircraft is optionally provided with an onboard power supply, and the light-emitting element 21 is electrically connected to the onboard power supply. In this way, when the wind turbine 221 of the blade 10 malfunctions or fails and cannot supply power normally, the light-emitting element 21 can continue to emit light normally using the onboard power supply as a backup power supply. It can also be set to use the onboard power supply to support the operation of the light-emitting element before the blade 10 starts to rotate. It should be noted that the onboard power supply can be configured as a rechargeable battery or a disposable battery. Further optionally, when the rotation of the propeller stops completely or the aircraft lands and remains in standby for a long time, the propeller enters a shutdown mode and the light-emitting element 21 stops working, which can effectively avoid the onboard power supply from being fed back. Further optionally, when the aircraft is in the shutdown mode before takeoff or after landing, the aircraft can only allow the boarding door to be opened and the crew and passengers can board and disembark.

[0055] Specifically, there are many ways to form the light emitting area 20a at the free end 10b. For example, please refer to Figure 4 and 5In one embodiment, the propeller 10 includes a housing 11 comprising a first shell section 111 and a second shell section 112 connected to each other. The free end 10b is disposed within the second shell section 112. The light-emitting element 21 is disposed within either the first shell section 111 or the second shell section 112. The second shell section 112 is constructed of a translucent material. This allows the light beam from the light-emitting element 21 to be emitted directly through the transparent second shell section 112, shortening the beam propagation path and reducing light transmission loss. This improves the luminous effect of the light-emitting area 20a while maintaining the same operating power of the light-emitting element 21. Furthermore, placing the light-emitting element 21 within the housing 11 effectively protects the light-emitting element 21 and ensures that the outer surface of the housing 11 remains smooth and free of structural abrupt changes, thereby reducing the resistance encountered by the propeller 10 during rotation. Specifically, the translucent material may be glass or acrylic. It is worth noting that, in this embodiment, the second shell section 112 may optionally be configured to be translucent but non-transparent, for example, by adding a frosted texture to its surface. Of course, in other embodiments, the light emitting element 21 is disposed around the outer circumference of the free end 10 b of the housing 11 , for example, a plurality of lamp beads are arranged on the outer circumference of the free end 10 b.

[0056] It is worth mentioning that there are various ways to achieve different colors for the light-emitting areas 20a on the left and right propellers of the aircraft. For example, in an embodiment where the material of the second shell segment 112 is configured as a light-transmitting material, the second shell segments 112 on both sides can be different colors, but the light-emitting elements 21 can emit the same color (for example, both are white light). In this way, the light-emitting areas 20a of different colors are presented to the outside world by the color of the second shell segment 112. In some embodiments, the light-emitting elements 21 on both sides can also emit different colors. In still other embodiments, the light-emitting elements 21 on both sides can also emit different colors and the second shell segments 112 can also emit different colors.

[0057] Of course, in other embodiments, the light from the light-emitting element 21 can be guided to the second shell segment 112 using a light-guiding medium. For example, the light-emitting element 21 is arranged in the first shell segment 111, and the inner wall surface of the first shell segment 111 is covered with a reflective film (i.e., the light-guiding medium). The light beam emitted by the light-emitting element 21 can enter the second shell segment 112 after multiple reflections on the reflective film, and then be emitted through the transparent second shell segment 112.

[0058] In order to shorten the propagation path of the light beam, in one embodiment, the light-emitting element 21 is arranged in the second shell section 112. In this way, the lighting effect of the light-emitting area 20a can be improved. Optionally, in this embodiment, the light-emitting element 21 includes a plurality of lamp beads, and the plurality of lamp beads are spaced apart along the width direction of the blade. In this way, the simultaneous operation of a plurality of lamp beads can increase the area of the light-emitting area 20a and further enhance the lighting effect. It should be noted that a plurality refers to two or more. Of course, in some embodiments, only one lamp bead can be provided, and the lamp bead is selected to be a model with high power and a large lighting angle. In other embodiments, the light-emitting element 21 can also be provided at one end of the first shell section 111 close to the second shell section 112.

[0059] Please refer to Figure 5 and 6 In one embodiment, the blade 10 further includes a mounting plate 12, and the light-emitting element 21 is disposed on a side of the mounting plate 12 facing the tip of the second shell segment 112, and is disposed facing the tip of the second shell segment 112. In this way, it is possible to ensure that the reflective area of the blade tip (i.e., the tip of the second shell segment 112) is more easily observed, and it is also convenient for the light-emitting element 21 to be installed and fixed on the blade 10. It is worth mentioning that, in this embodiment, the side of the mounting plate 12 facing the light-emitting element 21 is optionally covered with a reflective film, so that the light beam directed to the mounting plate 12 can be further reflected out of the second shell segment 112. Of course, in other embodiments, the light-emitting element 21 can also be directly bonded or screwed to the inner wall surface of the second shell segment 112.

[0060] Please refer to Figure 4In one embodiment, the second shell segment 112 is detachably connected to the first shell segment 111. This makes it easier to clean, repair, or replace the second shell segment 112 or the light-emitting element 21 therein. Specifically, in this embodiment, optionally, a mounting boss 113 is provided on the end surface of the first shell segment 111 near the second shell segment 112, and a mounting groove 114 is provided on the inner wall surface of the second shell segment 112 corresponding to the mounting boss 113, and the mounting boss 113 is embedded in the mounting groove 114. In this way, the mounting contact area between the second shell segment 112 and the first shell segment 111 can be increased, thereby improving the connection strength and installation stability; moreover, the structures of the mounting boss 113 and the mounting groove 114 are not exposed to the outside, which is conducive to meeting the requirement that the outer surface of the blade 10 is smooth and free of structural abrupt changes. Further, optionally, a mounting hole is provided on the side wall of the mounting groove 114, and a threaded hole is provided corresponding to the mounting boss 113, and the screw 15 passes through the mounting hole and is fixed on the threaded hole. This facilitates the installation or removal of the second shell segment 112. Of course, in some embodiments, the second shell segment 112 can be fixed to the first shell segment 111 by welding, bonding, or riveting, or the second shell segment 112 can be detachably mounted on the first shell segment 111 via a snap-fit structure. In other embodiments, the outer surface of the first shell segment 111 can be provided with a first boss, and the outer surface of the second shell segment 112 can be provided with a second boss, which abuts against the first boss and is secured by screws 15.

[0061] Please refer to Figures 5 to 7 In one embodiment, a wind power generation module 22 is disposed within the housing 11. The wind power generation module 22 includes a wind turbine 221 and a wind impeller 222 disposed on the rotating shaft of the wind turbine 221. The blade 10 is provided with an airflow channel 14, and the wind impeller 222 is disposed within the airflow channel 14. The airflow channel 14 allows external air to flow toward the wind impeller 222. Thus, placing the wind power generation module 22 within the housing 11 protects the wind power generation module 22 and reduces wind resistance encountered by the blade 10 during rotation. Of course, in other embodiments, the wind power generation module 22 can also be disposed on the outer surface of the housing 11.

[0062] Please refer to Figures 4 to 7 In one embodiment, the housing 11 has a first side wall 11a and a second side wall 11b arranged in sequence along the rotation direction of the blade 10, and the air flow channel 14 is formed with an air inlet 141 on the second side wall 11b. It can be understood that during the rotation of the blade 10, the second side wall 11b is the windward surface, and the air inlet 141 is located on this windward surface to increase the intake flow rate, thereby ensuring that the wind turbine 221 can still operate effectively when the blade 10 rotates at a low speed. Of course, in other embodiments, the housing 11 may also have two opposing third side walls 11c, the third side wall 11c connecting the first side wall 11a and the second side wall 11b, and the air inlet 141 is located on the third side wall 11c.

[0063] In one embodiment, the housing 11 further comprises two opposing third sidewalls 11c, which connect the first sidewall 11a and the second sidewall 11b. The airflow channel 14 is formed with an air outlet 142 on the third sidewalls 11c. This shortens the length of the airflow channel 14 from the wind impeller 222 to the air outlet 142. Specifically, in embodiments where this section of the airflow channel 14 is formed within the air outlet pipe, the length of the air outlet pipe can be shortened. Furthermore, during the rotation of the blades 10, the outer surface of the third sidewall 11c forms a negative pressure zone due to the high-speed airflow passing through it. Positioning the air outlet 142 on the third sidewall 11c effectively utilizes this negative pressure zone to rapidly draw air from the airflow channel 14, thereby improving the smoothness of air flow through the air inlet 141, the airflow channel 14, and the air outlet 142. Of course, in other embodiments, the airflow channel 14 may also be formed with the air outlet 142 on the second sidewall 11b.

[0064] Please refer to Figure 6 and 7 In one embodiment, the airflow channel 14 includes an impeller cavity section 143, a first flow channel section 144, and a second flow channel section 145. The first flow channel section 144 connects the air inlet 141 and the impeller cavity section 143, while the second flow channel section 145 connects the air outlet 142 and the impeller cavity section 143. The wind impeller 222 is configured as a crossflow impeller and is disposed within the impeller cavity section 143. The axis of the crossflow impeller extends along the extension direction of the housing 11 and intersects the extension directions of both the first flow channel section 144 and the second flow channel section 145. This arrangement not only fully utilizes the larger internal space of the second housing section 112 in the extension direction to accommodate the crossflow impeller, thereby reducing the negative impact of the crossflow impeller on the thickness of the second housing section 112, but also allows airflow to flow smoothly into and out of the crossflow impeller, fully utilizing the energy of the airflow to drive the crossflow impeller's rotation. It is worth mentioning that, in this embodiment, the air flow channel 14 can be optionally formed integrally with the second shell segment 112 or can be separately provided from the second shell segment 112. Of course, in other embodiments, the wind impeller 222 can also be configured as a centrifugal wind wheel or an axial flow wind wheel.

[0065] Please refer to Figure 6 and 7In one embodiment, the light-emitting assembly 20 further includes a flow controller 23 connected to the airflow channel 14. The flow controller 23 is used to regulate the air flow within the airflow channel 14. This allows the air flow into the impeller cavity 143 to remain as consistent as possible despite the different rotational speeds of the blades 10, thereby preventing overload and stabilizing the operation of the wind turbine 221. Specifically, in this embodiment, the flow controller 23 is optionally located within the housing 11 and connected to the air inlet side of the impeller cavity 143. This protects the flow controller 23 and reduces the resistance experienced by the blades 10 during rotation. Of course, in some embodiments, the flow controller 23 may be located on the outer surface of the housing 11 and at the air inlet 141, with the flow rate regulated by adjusting the cross-sectional area of the air inlet 141. In other embodiments, the flow controller 23 may be located on the air outlet side of the wind turbine impeller 222. In yet other embodiments, the flow controller 23 may not be provided.

[0066] Specifically, the flow controller 23 has various structural forms, for example, please refer to Figures 8 to 10 In one embodiment, the flow controller 23 includes a valve seat 231, a movable valve 232 movably connected to the valve seat 231, and an elastic member 233. The elastic member 233 connects the movable valve 232 and the valve seat 231 and is capable of elastic deformation along the length of the blade 10. The valve seat 231 defines a valve cavity 231a and two air holes 231b communicating with the valve cavity 231a. The air flow channel 14 is partially formed in the valve cavity 231a. One air hole 231b communicates with the air inlet 141, and the other air hole 231b communicates with the air inlet side of the impeller chamber section 143. The movable valve 232 is capable of movably changing the flow cross-sectional area of the air holes 231b. It will be understood that during the rotation of the blade 10, the length of the blade 10 is the radial direction of its rotational motion. Thus, the centrifugal force generated by the rotation of the blade 10 acts on the movable valve 232 and the elastic member 233, causing the elastic member 233 to undergo elastic deformation, and the magnitude of the centrifugal force is positively correlated with the rotation speed of the blade 10, thereby causing the movable position of the movable valve 232 to be correlated with the rotation speed of the blade 10. Figure 10 , Figure 10 This means that when the blade 10 rotates at a high speed, the elastic deformation of the elastic member 233 is large, and the flow cross-sectional area controlled by the movable valve 232 is small; please refer to Figure 9 , Figure 9 This means that when the rotation speed of the blade 10 is low, the elastic deformation of the elastic member 233 is small, and the flow cross-sectional area controlled by the movable valve 232 is large, so that the air flow in the air flow channel 14 tends to be consistent.

[0067] Of course, in some embodiments, the movable valve 232 can be configured to flexibly change the flow cross-sectional area of the valve chamber 231a. For example, the movable valve 232 can be configured to rotate a valve plate disposed within the valve chamber 231a. The valve seat 231 can also include a slider disposed within the valve chamber 231a and slidable along the length of the paddle 10. One end of the elastic member 233 is fixed to the slider and the other end is fixed to a side of the valve plate, so that the valve plate can rotate about its rotation axis under the elastic force. In other embodiments, the flow rate can be adjusted by directly driving the movable valve 232 to move by a motor, rather than relying on the centrifugal force generated by the rotation of the elastic member 233 and the paddle 10. The motor uses the rotation speed of the paddle 10 as an input signal to adjust the movement position of the movable valve 232.

[0068] Please refer to Figures 8 to 10 In one embodiment, the movable valve 232 is slidably mounted on the inner sidewall of the valve cavity 231a and is capable of slidingly blocking the air hole 231b, thereby changing the flow cross-sectional area of the air hole 231b. Specifically, in this embodiment, the valve seat 231 and the movable valve 232 may both be configured as cylindrical structures. The sidewall of the movable valve 232 is adapted to slide on the inner sidewall of the valve cavity 231a. The sidewall of the movable valve 232 is separated by an air inlet hole 232a and an air outlet hole 232b. The air inlet hole 232a and the air outlet hole 232b are respectively connected to the two air holes 231b. The edge of the air inlet hole 232a is capable of slidingly blocking the air hole 231b. In this way, the cylindrical movable valve 232 and the valve seat 231 slide relative to each other, which can improve the smoothness and stability of their sliding. Of course, in other embodiments, the movable valve 232 may also be configured as a slide plate, which is slidably mounted on the inner or outer wall of the valve cavity 231a.

[0069] In one embodiment, the outlet hole 232b extends along the sliding direction of the movable valve 232, and its corresponding air hole 231b is located above the outlet hole 232b throughout the sliding stroke. That is, the outlet hole 232b is configured as an elongated strip, and its length is greater than or equal to the sliding path length of its corresponding air hole 231b. In other words, the outlet hole 232b and its corresponding air hole 231b are always connected at the maximum flow cross-sectional area, thereby ensuring that the flow cross-sectional area adjustability of the air flow channel 14 is only related to the position of the inlet hole 232a, and not to the position of the outlet hole 232b. Of course, in some embodiments, the edge of the outlet hole 232b can also slide to block the air hole 231b, so that both the outlet hole 232b and the inlet hole 232a can adjust the flow cross-sectional area of their corresponding air hole 231b. In other embodiments, only the edge of the outlet hole 232b can slide to cover the air hole 231b, and the air inlet hole 232a extends along the sliding direction of the movable valve 232, and its corresponding air hole 231b is located on the air inlet hole 232a within the sliding stroke.

[0070] In one embodiment, one end wall of the valve cavity 231a is provided with a mounting hole 231c communicating with the valve cavity 231a. The movable valve 232 can be inserted into the valve cavity 231a through the mounting hole 231c. One end of the elastic member 233 abuts the other end wall of the valve cavity 231a, and the other end of the elastic member 233 abuts the end surface of the movable valve 232. This facilitates the installation of the movable valve 232 and the elastic member 233. Specifically, in this embodiment, the elastic member 233 is optionally configured as a compression spring. Of course, in other embodiments, the elastic member 233 can also be configured as a tension spring, a torsion spring, an elastic rubber column, an elastic silicone column, or the like.

[0071] Please refer to Figures 8 to 10 In one embodiment, the flow controller 23 further includes a first limiter 234 and a second limiter 235. The first limiter 234 and the second limiter 235 are respectively provided on the movable valve 232 and the valve seat 231, and together define the sliding travel limits of the movable valve 232. Specifically, the first limiter 234 and the second limiter 235 cooperate to define two extreme positions of the movable valve 232: the position farthest from the mounting hole 231c and the position closest to the mounting hole 231c. This restricts the sliding of the movable valve 232 within a predetermined range, thereby ensuring the sliding stability of the movable valve 232. Of course, in other embodiments, the first limiter 234 and the second limiter 235 may be omitted, and the sliding travel limits of the movable valve 232 may be defined by the elastic deformation range of the elastic member 233 itself.

[0072] To simplify the structures of the first limiting portion 234 and the second limiting portion 235, in one embodiment, the first limiting portion 234 is configured as a guide hole 234 provided on the side wall of the valve chamber 231a, and the guide hole 234 extends along the sliding direction of the movable valve 232. The second limiting portion 235 is configured as a pin 235 provided on the side wall of the movable valve 232, and the pin 235 is at least partially slidable in the guide hole 234. In this embodiment, the pin 235 can optionally be fixedly mounted on the movable valve 232 or detachably mounted on the movable valve 232. For example, in some embodiments, the pin 235 is provided separately from the movable valve 232, one end of the pin 235 is provided with an external thread, and the movable valve 232 has a threaded hole corresponding to the pin 235. The movable valve 232 is first inserted into the valve cavity 231a through the mounting hole 231c, with the threaded hole aligned with the guide hole 234, and the air hole 231b and the air inlet hole 232a are also aligned with each other, and then the pin 235 is threadedly fixed to the threaded hole. In other embodiments, the pin 235 is provided separately from the movable valve 232, and the movable valve 232 is first inserted into the valve cavity 231a through the mounting hole 231c, with the air hole 231b and the air inlet hole 232a aligned with each other, and then the pin 235 is fixed to the side wall of the movable valve 232 by welding or bonding. Of course, the pin 235 can also be integrally formed with the movable valve 232, and the guide hole 234 is connected to the mounting hole 231c. The valve seat 231 also includes a partition block that can separate the guide hole 234 and the mounting hole 231c; the movable valve 232 and the pin 235 are respectively inserted into the valve cavity 231a and the guide hole 234 through the mounting hole 231c, and the partition block is then fixed at the opening of the guide hole 234 by welding or bonding to limit the pin 235 from sliding out of the guide hole 234.

[0073] Of course, in some embodiments, the first limiting portion 234 may include two limiting ring protrusions, which are spaced apart on the inner wall of the valve cavity 231a along the sliding direction of the movable valve 232, and the second limiting portion 235 is configured as a limiting block provided on the side wall of the movable valve 232, and the limiting block is provided between the two limiting ring protrusions.

[0074] Please refer to Figure 6In one embodiment, the blade 10 further includes a fixing plate 13, the wind turbine 221 and the wind impeller 222 are respectively arranged on opposite sides of the fixing plate 13, and the flow controller 23 and the wind impeller 222 are arranged on the same side of the fixing plate 13. In this way, the distance between the flow controller 23 and the impeller cavity section 143 and the air inlet 141 can be well controlled. In the embodiment where the first flow channel section 144 is configured as two sections of the air inlet pipe, it can be ensured that the two sections of the air inlet pipe are well installed and fixed on the opposite sides of the flow controller 23, thereby facilitating the air tightness of the air flow channel 14. In addition, the production efficiency of the production line can be improved through modular assembly. Of course, in other embodiments, the wind turbine 221, the wind impeller 222 and the flow controller 23 can all be directly mounted on the inner wall of the housing 11.

[0075] The above descriptions are merely optional embodiments of the present invention and do not limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present description and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included in the patent protection scope of the present invention.

Claims

1. A lighting system for an aircraft, wherein the aircraft comprises an aircraft body, a driving member provided on the aircraft body, and a propeller drivingly connected to the driving member, characterized in that: The lighting system comprises: a light-emitting assembly comprising a light-emitting element and a wind power generation module, wherein the light-emitting element is disposed on the propeller and is capable of forming a light-emitting area on at least a portion of the outer circumference of the propeller; and the wind power generation module is disposed on the aircraft body or the propeller, the wind power generation module being electrically connected to the light-emitting element and capable of generating electricity by utilizing relative airflow generated when the aircraft is in operation; and a control unit, electrically connected to the driving element and controlling a flight mode of the aircraft; The control unit is further electrically connected to the light emitting element, and the flight mode includes a level flight mode. When the aircraft is in the level flight mode, the control unit controls the light emitting element to enter a first light emitting mode. The propeller comprises a base and at least two blades connected to each other, wherein the at least two blades are spaced apart along the circumference of the base, and the light-emitting element is capable of forming a light-emitting area on at least the outer peripheral surface of the blade tip of the blade; The propellers include a plurality of front propellers, at least two of which are respectively provided on the left and right sides of the aircraft body; when the aircraft is in the level flight mode, the rotation axes of the front propellers extend in the front-to-back direction; There are at least two light-emitting components, at least one of which is arranged on the front propeller on the left, and at least one of which is arranged on the front propeller on the right; the first light-emitting mode is configured such that the light-emitting element on the front propeller on the left emits red light, and the light-emitting element on the front propeller on the right emits green light, so that the light-emitting components are used as navigation lights of the aircraft.

2. The lighting system according to claim 1, wherein The lighting system also includes a backup battery electrically connected to the control unit and the light-emitting element respectively. The flight mode also includes a standby mode. When the aircraft is in the standby mode, the control unit controls the backup battery to supply power to the light-emitting element and controls the light-emitting element to enter a second light-emitting mode, and the second light-emitting mode is configured differently from the first light-emitting mode.

3. The lighting system according to claim 2, wherein The second lighting mode is configured to flash; and / or The light emitting color in the second light emitting mode is configured as a single color.

4. The lighting system according to claim 1, wherein The flight mode also includes a vertical take-off and landing mode. When the aircraft is in the vertical take-off and landing mode, the control unit controls the light emitting element to enter a third light emitting mode, and the third light emitting mode is configured differently from the first light emitting mode.

5. The lighting system according to claim 1, wherein The control unit is also electrically connected to the light emitting element. When the aircraft enters a state of equipment failure, the control unit controls the light emitting element to enter an alarm mode.

6. An aircraft, characterized in that: It comprises an aircraft body, a driving member, a propeller and a lighting system as described in any one of claims 1 to 5, wherein the driving member is arranged on the aircraft body and can drive the propeller to rotate, and the control unit of the lighting system is arranged on the aircraft body, the driving member or the propeller.

7. The aircraft according to claim 6, characterized in that The propeller includes a connected base and at least two blades, at least two of the blades are spaced apart along the circumference of the base, the wind power generation module of the lighting system is arranged in the blade, the wind power generation module includes a wind generator electrically connected to the light-emitting element, and a wind impeller arranged on the rotating shaft of the wind generator, the blade is provided with an air flow channel for external air to flow to the wind impeller, the air flow channel includes an impeller cavity section, the wind impeller is arranged in the impeller cavity section, the light-emitting component also includes a flow controller arranged in the blade and connected to the impeller cavity section, the flow controller is used to adjust the air flow in the air flow channel.

Images