aircraft

Abstract

The application provides an aircraft, and belongs to the technical field of aircraft inspection. The aircraft comprises an aircraft body, a detection assembly, a control member and at least one wing structure. The wing structure comprises a flexible wing member and an inflatable member. The flexible wing member is connected to the aircraft body, and has a containing cavity in the flexible wing member. The inflatable member is in communication with the containing cavity. The detection assembly comprises a plurality of detection members. The plurality of detection members are connected to the flexible wing member. The detection members are in communication connection with the control member. The detection members are used for detecting whether a to-be-detected object has defects. The inflatable member is in communication connection with the control member. The control member is configured to control the inflatable member to inflate into the containing cavity to make the flexible wing member bend and drive the detection members to surround the circumferential side of the to-be-detected object when the aircraft body and the flexible wing member are located on the to-be-detected object. The aircraft provided by the application is convenient to control and has high detection efficiency.

Description

Technical Field

[0001] This application relates to the field of aircraft inspection technology, and in particular to an aircraft. Background Technology

[0002] Unmanned aerial vehicles (UAVs), also known as unmanned aerial vehicles or remotely piloted aircraft, are aircraft that fly autonomously without operators, relying on remote control or pre-programmed flight. UAVs can carry various sensors to detect defects and leaks on pipeline surfaces. Compared to traditional manual inspection methods, this significantly improves inspection efficiency and safety, leading to their increasingly widespread application in pipeline inspection.

[0003] In related technologies, a drainage pipe inspection device based on an aircraft includes an aircraft and a camera system. The camera system is installed at the front of the aircraft and is used to acquire video of the pipe inspection. In use, the aircraft is started and controlled to fly along the pipe, while simultaneously filming the pipe during flight. When a pipe defect is detected, the aircraft hovers and adjusts its lens to capture clear and stable images of the defect point.

[0004] However, when using the above method to conduct omnidirectional inspection of the pipeline, it is necessary to control the aircraft to fly along the axial direction of the pipeline and fly multiple straight trajectories around the circumference of the pipeline, or fly around the circumference of the pipeline and fly multiple circular trajectories along the axial direction of the pipeline, resulting in low inspection efficiency. Summary of the Invention

[0005] This application provides an aircraft to solve the problem of low detection efficiency when using detection devices in related technologies to perform all-round inspection of pipelines.

[0006] This application provides an aircraft, including an aircraft body, a detection component, a control component, and at least one wing structure. The wing structure includes a flexible wing member and an inflatable component. The flexible wing member is connected to the aircraft body and has a receiving cavity inside. The inflatable component communicates with the receiving cavity. The detection component includes multiple detection components, all of which are connected to the flexible wing member. The detection components are communicatively connected to the control component and are used to detect whether the object to be inspected has defects. The inflatable component is communicatively connected to the control component. The control component is configured to, when the aircraft body and the flexible wing member are located on the object to be inspected, control the inflatable component to inflate the receiving cavity to cause the flexible wing member to bend and drive each detection component to surround the periphery of the object to be inspected.

[0007] In one possible implementation, the aircraft provided in this application includes a connecting member in its wing structure. A flexible wing member is disposed opposite to the connecting member, and the side of the flexible wing member facing the connecting member is connected to the aircraft body through the connecting member. An inflatable member is connected to the connecting member, and an inflation hole communicating with a receiving cavity is opened on the side of the flexible wing member facing the connecting member. The inflatable member is connected to the receiving cavity through the inflation hole. The flexible wing member is configured to be located above the side of the object to be tested under the drive of the aircraft body, and when the inflatable member inflates into the receiving cavity, the side of the flexible wing member away from the connecting member rotates and bends towards the object to be tested, so as to drive the testing member to surround the periphery of the object to be tested.

[0008] In one possible implementation, the aircraft provided in this application further includes a stabilization component in its wing structure. The stabilization component includes a first motor and a tension rope. The first motor is connected to one of a connector and a flexible wing member. One end of the tension rope is connected to the first motor, and the other end of the tension rope is bonded to the side of the flexible wing member away from the connector. The first motor is communicatively connected to a control unit and is used to provide tension to the tension rope. The control unit is used to reduce the tension when controlling the inflation member to inflate the cavity.

[0009] In one possible implementation, the aircraft provided in this application further includes an inertial measurement unit (IMU) in the wing structure. The IMU is bonded to the flexible wing component, and the control unit and the aircraft body are both communicatively connected to the IMU. The IMU is used to detect whether the flexible wing component is bent.

[0010] In one possible implementation, the aircraft provided in this application further includes a camera assembly, which includes a camera and a damping component. The damping component includes a plug-in portion, a connecting portion, an elastic portion, and a limiting portion. Both the plug-in portion and the limiting portion are connected to the aircraft body. The plug-in portion has a plug-in groove, the opening of which is opposite to the limiting portion. The elastic portion is placed in the plug-in groove. One end of the connecting portion is rotatably inserted into the plug-in groove, and the other end of the connecting portion contacts the limiting portion. The connecting portion is connected to the camera and is used to drive the camera to rotate relative to the plug-in portion. The limiting portion and the elastic portion are used to provide damping when the connecting portion rotates. The camera is communicatively connected to a control component and is used to detect whether the flexible wing is located on the object to be detected.

[0011] In one possible implementation, the aircraft provided in this application has a flexible wing component comprising a flexible shell and multiple flexible plates; the flexible shell has a receiving cavity, and the flexible shell is connected to the aircraft body via a connector, with an inflation port on the flexible shell; multiple flexible plates are placed within the receiving cavity, and the flexible plates are spaced apart along a direction away from the inflation port, and each flexible plate is connected to the inner wall of the flexible shell, with the projection of the inflation port toward the receiving cavity located on the inner wall of the flexible shell away from the inflation port; the thickness of each flexible plate decreases sequentially along a direction away from the inflation port.

[0012] In one possible implementation, the aircraft provided in this application has two wing structures, which are symmetrically arranged on opposite sides of the aircraft body; the centroid of the flexible wing structure coincides with the centroid of the aircraft body.

[0013] In one possible implementation, the aircraft provided in this application further includes a drive wheel assembly and two pitch motors; the pitch motors and wing structures are arranged in a one-to-one correspondence, the connecting parts of the wing structures are movably connected to the aircraft body through the corresponding pitch motors, and the pitch motors are electrically connected to the control components; the drive wheel assembly is rotatably connected to the aircraft body; the drive wheel assembly is configured to follow the aircraft body onto the object to be tested and make rolling contact with the object to be tested; the pitch motors are used to control the tilt of the aircraft body when it flies to the object to be tested after the aircraft body takes off and lands, and to control the tilt of the aircraft body to reset when the drive wheel assembly makes rolling contact with the object to be tested.

[0014] In one possible implementation, the aircraft provided in this application includes a protective frame assembly, a support assembly, and a rotor assembly. The protective frame assembly includes two protective frames and two fixing members. The two protective frames are crosswise arranged between the two fixing members and are plugged into each other. The two protective frames are detachably connected to both ends of the fixing members in the extension direction. The pitch motor is connected to the fixing members one by one. The two protective frames have a common installation area, and the support assembly is placed in the installation area. Both protective frames are connected to the support assembly. The rotor assembly includes four rotor blades, all of which are connected to the support assembly. Pairs of rotor blades are symmetrically arranged at opposite ends of the support assembly, and the rotor blades are located inside the protective frame.

[0015] In one possible implementation, the aircraft provided in this application includes a rotor component comprising a rotor body, an arm, and a second motor; the arm includes a first mounting portion and a second mounting portion, the second motor is mounted on the second mounting portion, the second motor is connected to the rotor body, and the second motor is electrically connected to a control component; the first mounting portion includes a first mounting section and a second mounting section arranged sequentially, the first mounting section having a threaded hole, the first mounting section being detachably connected to a support assembly through the threaded hole, the second mounting section being connected to the second mounting portion, and the second mounting section having a cavity communicating with the threaded hole.

[0016] The aircraft provided in this application, by configuring a wing structure on the aircraft body, incorporates a flexible wing component with a receiving cavity. The flexible wing component is connected to the aircraft body. When the aircraft body uses lift to take off and land at the height of the object to be tested and moves towards the object, the flexible wing component remains horizontal, providing additional lift to the aircraft body. Furthermore, by incorporating an inflation component, a control component, and multiple detection components, all of which are connected to the flexible wing component, and the control component is communicatively connected to the inflation component and communicates with the receiving cavity, the aircraft body and... When the flexible wing takes off and lands at the height of the object to be inspected and moves toward the object to be inspected to be positioned on the object, the control unit controls the inflation unit to inflate the cavity, causing the flexible wing to bend and drive the various detection components to surround the object to be inspected. This ensures that multiple positions around the object to be inspected correspond to detection components. Thus, when performing omnidirectional inspection of the object to be inspected, defects can be detected at corresponding positions around the object using the detection components, eliminating the need to control the aircraft body to drive the flexible wing to fly multiple trajectories. The aircraft provided in this application is easy to control and has high inspection efficiency. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0018] Figure 1 A schematic diagram of the structure of the aircraft provided in the embodiments of this application;

[0019] Figure 2 This is a schematic diagram of the structure of the object to be tested provided in an embodiment of this application;

[0020] Figure 3 for Figure 1 A bottom view of the flexible wing component in the design;

[0021] Figure 4 This is a schematic diagram of the wing structure in an aircraft provided in an embodiment of this application;

[0022] Figure 5 A connection diagram of the camera assembly and the second support member in an aircraft provided in an embodiment of this application;

[0023] Figure 6 for Figure 4 A structural diagram from another perspective;

[0024] Figure 7 for Figure 6 AA section view;

[0025] Figure 8 A connection diagram of the pitch motor, drive assembly, and aircraft body provided for embodiments of this application;

[0026] Figure 9 A connection diagram of the protective frame assembly and support assembly provided in the embodiments of this application;

[0027] Figure 10 This is a connection diagram of the support assembly and rotor provided in an embodiment of this application;

[0028] Figure 11 A schematic diagram of the structure of the fastener provided in the embodiments of this application;

[0029] Figure 12 This is a schematic diagram of the structure of the protective frame provided in an embodiment of this application;

[0030] Figure 13 This is a schematic diagram of the structure of the robotic arm provided in an embodiment of this application.

[0031] Explanation of reference numerals in the attached figures:

[0032] 100 - Aircraft body; 110 - Protective frame assembly; 120 - Support assembly; 130 - Rotor assembly;

[0033] 111-Protective frame; 112-Fixing component; 121-First support component; 122-Second support component; 131-Rotor component;

[0034] 1111-Installation area; 1112-Protective frame body; 1113-Support leg; 1121-Plug-in slot; 1211-Through hole; 1212-Connecting countersunk hole; 1221-Support part; 1222-Receiving part; 1311-Rotor body; 1312-Arm; 1313-Second motor;

[0035] 101-First mounting part; 102-Second mounting part; 103-First mounting section; 104-Second mounting section; 105-Threaded hole; 106-Cavity; 107-Cable management rod;

[0036] 200 - Inspection component; 210 - Inspection piece;

[0037] 300 - Control components;

[0038] 400 - Wing structure; 410 - Inflatable component; 420 - Flexible wing component; 430 - Connector; 440 - Stabilization component;

[0039] 421-Receiving cavity; 422-Flexible outer shell; 423-Flexible plate; 424-Inflation hole; 441-First motor; 442-Tension rope;

[0040] 500 - Camera assembly; 510 - Camera; 520 - Damping component;

[0041] 521 - Insertion part; 522 - Connecting part; 523 - Limiting part;

[0042] 600 - Drive wheel assembly; 610 - First drive wheel; 620 - Second drive wheel;

[0043] 700-Pitch Motor;

[0044] 800 - Item to be tested. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0046] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or 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 application according to the specific circumstances.

[0047] In the description of this application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", etc., 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 application 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 application.

[0048] The terms "first," "second," "third," "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in a sequence other than those illustrated or described herein.

[0049] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0050] As stated in the background section, the aircraft-based drainage pipe inspection device in the related technology includes an aircraft and a camera system; the camera system is installed at the front of the aircraft and is used to acquire video of the pipe inspection. In use, the aircraft is started and controlled to fly along the pipe, while simultaneously filming the pipe during flight. When a pipe defect is detected, the aircraft hovers and adjusts the lens to capture a clear and stable image of the defect point.

[0051] However, when using the above method to conduct omnidirectional inspection of the pipeline, it is necessary to control the aircraft to fly along the axial direction of the pipeline and fly multiple straight trajectories around the circumference of the pipeline, or fly around the circumference of the pipeline and fly multiple circular trajectories along the axial direction of the pipeline, resulting in low inspection efficiency.

[0052] In view of this, this application provides an aircraft by configuring a wing structure on the aircraft body. The wing structure includes a flexible wing member with a receiving cavity. The flexible wing member is connected to the aircraft body. When the aircraft body uses lift to take off and land at the height of the object to be tested and moves towards the object, the flexible wing member is in a horizontal state, providing additional lift to the aircraft body. An inflatable component, a control component, and multiple detection components are provided. All detection components are connected to the flexible wing member. The control component is communicatively connected to the inflatable component, and the inflatable component is connected to the receiving cavity. Therefore, as the aircraft body and flexible wing advance toward the object to be inspected and are positioned on it, the control unit inflates the cavity by controlling the inflation unit, causing the flexible wing to bend and move the detection components around the object to be inspected. This ensures that multiple positions around the object to be inspected correspond to detection components. Thus, when performing omnidirectional inspection of the object to be inspected, defects can be detected at corresponding positions around the object using the detection components, eliminating the need to control the aircraft body to move the flexible wing along multiple trajectories. The aircraft provided in this application is easy to control and has high inspection efficiency.

[0053] The present application will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0054] See Figures 1 to 3The aircraft provided in this application embodiment may include an aircraft body 100, a detection component 200, a control component 300, and at least one wing structure 400; the wing structure 400 includes a flexible wing member 420 and an inflatable member 410, the flexible wing member 420 is connected to the aircraft body 100, the flexible wing member 420 has a receiving cavity 421, and the inflatable member 410 communicates with the receiving cavity 421; the detection component 200 includes a plurality of detection elements 210, and the plurality of detection elements 210 are all connected to the flexible wing body 100. The wing component 420 is connected, and the detection component 210 is communicatively connected to the control component 300. The detection component 210 is used to detect whether the object to be tested 800 has defects. The inflation component 410 is communicatively connected to the control component 300. The control component 300 is configured to control the inflation component 410 to inflate the receiving cavity 421 when the aircraft body 100 and the flexible wing component 420 are on the object to be tested 800, so that the flexible wing component 420 bends and drives each detection component 210 to surround the periphery of the object to be tested 800.

[0055] First, it should be noted that the object to be tested 800 in this application embodiment may include pipes that require regular maintenance, such as pipes for ventilation and air conditioning systems, as well as pipes for water supply, drainage, natural gas, oil transportation, and industrial cooling water; it may also include other structural components that require regular maintenance, such as wind turbine blades and bridges.

[0056] Specifically, the aircraft body 100 is used to drive the flexible wing component 420 to take off and fly; the flexible wing component 420 is used to maintain horizontality while following the aircraft body 100, providing additional lift and reducing energy consumption; at the same time, the flexible wing component 420 achieves adaptive deformation after inflation with the cooperation of the control component 300 and the inflation component 410, ensuring that each detection component 210 connected to it surrounds the periphery of the object to be detected 800. In this way, through the bending deformation of the flexible wing component 420, the detection component 200 can fit tightly against the periphery of the object to be detected 800, which facilitates all-round detection without blind spots, avoiding the detection blind spots and low detection efficiency caused by flight path limitations in traditional methods, and improving the efficiency and comprehensiveness of detection; the inflation component 410 is used to inflate the cavity 421 of the flexible wing component 420 under the command of the control component 300; the control component 300 is responsible for coordinating the work of the inflation component 410 and controlling the inflation component 410 to start according to the position of the aircraft.

[0057] For example, depending on the different flight modes preset by the aircraft body 100, when it is necessary to detect the object 800, the aircraft body 100 can be controlled by the operator to take off and land, or the flight control system built into the aircraft body 100 can control the take-off and landing of the aircraft body 100, or the operator and the automatic flight control system of the aircraft body 100 can work together to realize the action of the aircraft body 100.

[0058] Furthermore, when the aircraft body 100 uses lift to take off and land at the height of the object to be inspected 800 and moves towards the object to be inspected 800 to be positioned on the object to be inspected 800, the control unit 300 controls the inflation unit 410 to inflate the receiving cavity 421, causing the flexible wing member 420 to bend and drive each detection member 210 to surround the periphery of the object to be inspected 800, so that multiple positions on the periphery of the object to be inspected correspond to detection members 210. In this way, when performing all-round inspection of the object to be inspected 800, since the detection members 210 can be used to detect defects at the corresponding positions on the periphery of the object to be inspected 800, it is not necessary to control the aircraft body 100 to drive the flexible wing member 420 to fly multiple trajectories, which is convenient to control and has high inspection efficiency.

[0059] In practical implementation, based on the aircraft's position and the characteristics of the object to be tested 800, the control unit 300 can control the degree of wing bending by adjusting the inflation amount in the receiving cavity 421 through the inflation unit 410, thereby adjusting the position of the detection unit 210 relative to the object to be tested 800 and achieving adaptive detection. For example, combined with Figure 3 As shown, when connecting multiple detection elements 210 to the flexible wing 420, the multiple detection elements 210 can be arranged in an array, that is, multiple detection elements 210 are connected at intervals along the X and Y directions on the flexible wing 420. When detecting pipes of different diameters, the bending degree of the flexible wing 420 is adjusted by controlling the inflation volume, so that the distance between each detection element 210 and the corresponding position on the periphery of the pipe remains consistent, thus ensuring the accuracy of the detection.

[0060] This application does not limit the specific type of the detection component 210. It is understood that the detection component 210 with corresponding detection functions can be selected according to the detection requirements of the object to be tested 800. For example, optical detection components such as high-resolution cameras, infrared thermal imagers, and ultraviolet spectrometers can be set to capture the surface condition, temperature distribution, or distribution of special substances of the object to be tested 800; acoustic detection components such as ultrasonic probes can also be set to detect internal defects in materials, such as cracks, voids, or corrosion; and mechanical sensors such as accelerometers and pressure sensors can also be set to measure mechanical parameters such as vibration and stress distribution.

[0061] By communicating with the detection element 210 and the control element 300, the control element 300 processes data from the detection element 210, such as images, sounds or electromagnetic signals, to identify features or defects of the object to be detected 800. In a specific implementation, the control element 300 can be set as an onboard computer.

[0062] See Figure 1 , Figure 2 and Figure 4In some embodiments, the wing structure 400 further includes a connector 430. A flexible wing member 420 is disposed opposite to the connector 430. The side of the flexible wing member 420 facing the connector 430 is connected to the aircraft body 100 through the connector 430. An inflator 410 is connected to the connector 430. An inflation hole 424 communicating with the receiving cavity 421 is opened on the side of the flexible wing member 420 facing the connector 430. The inflator 410 is connected to the receiving cavity 421 through the inflation hole 424. The flexible wing member 420 is configured to be located above the side of the object to be tested 800 under the drive of the aircraft body 100. When the inflator 410 inflates into the receiving cavity 421, the side of the flexible wing member 420 away from the connector 430 rotates and bends towards the object to be tested 800, so as to drive the detection member 210 to surround the periphery of the object to be tested 800.

[0063] Specifically, the flexible wing component 420 is connected to the aircraft body 100 via the connector 430, which helps improve the overall structural stability of the aircraft and reduce the impact of external interference. By opening an inflation hole 424 on the side of the flexible wing component 420 facing the connector 430, the inflation component 410 is connected to the receiving cavity 421 through the inflation hole 424, ensuring the efficiency and airtightness of the inflation process; through the rotation and bending design of the side of the flexible wing component 420 away from the connector 430, each detection component 210 can more flexibly surround the periphery of the object to be tested 800.

[0064] It should be noted that the specific number of wing structures 400 in this application embodiment is not limited, and can be set according to actual conditions. In specific implementation, it will be combined with... Figure 1 As shown, the lifting direction of the aircraft body 100 is the Z direction. When performing defect detection on a certain pipe, the number of wing structures 400 can be set to one. The flexible wing component 420 is connected to the left side of the aircraft body 100 along the X direction via the connector 430. To ensure the overall balance and stability of the aircraft, a balancing component matching the weight of the wing structure 400 can be configured on the right side of the aircraft body 100 along the X direction. When the aircraft body 100 drives the flexible wing component 420 to fly to the pipe, the aircraft body 100 is located above the pipe, and the flexible wing component 420 on its left side... The wing 420 is located on the upper side of the pipe. When the inflator 410 inflates the cavity 421, the side of the flexible wing 420 away from the connector 430, that is, the side away from the pipe, is affected by the air pressure and rotates and bends towards the pipe. In this way, the flexible wing 420 can surround half a circumference of the pipe. When the aircraft body 100 moves along the axial direction of the pipe, the detection elements 210 connected to the flexible wing 420 are used to detect the relative positions on the half circumference of the pipe, reducing the number of straight trajectories of the aircraft body 100 flying along the axial direction of the pipe and flying around the circumference of the pipe.

[0065] For example, when performing defect detection on an object 800 with a relatively regular structure and a size smaller than the aircraft body 100, four wing structures 400 can be set up, and the four wing structures 400 can be connected to, for example, Figure 1 On the two sides of the aircraft body 100 along the X direction and the two sides along the Y direction, when the aircraft body 100 is above the pipe, the flexible wing 420 around it is inflated by the corresponding inflator 410. The flexible wing 420 will surround the side corresponding to the object to be tested 800, and then the object to be tested 800 can be tested by each detection component 210.

[0066] See Figure 1 In a specific example, there are two wing structures 400, which are symmetrically arranged on opposite sides of the aircraft body 100; the centroid of the flexible wing member 420 coincides with the centroid of the aircraft body 100.

[0067] By setting two wing structures 400 distributed on both sides of the aircraft body 100, the deflection torque during flight can be counteracted, ensuring that the aircraft body 100 remains stable in the air, reducing flight attitude adjustments caused by imbalance, and contributing to smoother and safer flight. At the same time, the centroid of the flexible wing component 420 coincides with the centroid of the aircraft body 100, so that the flexible wing component 420 will not reduce the inherent lift of the aircraft body 100.

[0068] Furthermore, the symmetrically arranged wing structure 400 can be bent simultaneously on both sides of the aircraft body 100, which can expand the detection range of the object to be inspected 800, reduce the number of times the aircraft body 100 needs to adjust its direction during the inspection process, and improve the inspection efficiency.

[0069] In practical implementation, continue to combine Figure 1 As shown, when performing defect detection on a certain pipeline, two flexible wing components 420 are connected to the left and right sides of the aircraft body 100 along the X direction via corresponding connectors 430. When the inflation component 410 inflates the receiving cavity 421, the two flexible wing components 420 will jointly surround the entire circumference of the pipeline. Thus, the entire pipeline can be inspected by using the detection components 210 connected to the flexible wing components 420, which only requires the aircraft body 100 to move along the axial direction of the pipeline once. This makes the inspection more efficient and shortens the inspection time.

[0070] See Figure 4In a specific example, the wing structure 400 also includes a stabilization component 440, which includes a first motor 441 and a tension rope 442. The first motor 441 is connected to one of the connector 430 and the flexible wing member 420. One end of the tension rope 442 is connected to the first motor 441, and the other end of the tension rope 442 is bonded to the side of the flexible wing member 420 away from the connector 430. The first motor 441 is communicatively connected to the control component 300 and is used to provide tension to the tension rope 442. The control component 300 is used to reduce the tension when controlling the inflation component 410 to inflate the receiving cavity 421.

[0071] Specifically, by setting up a stabilization component 440, one end of the tension rope 442 is connected to the first motor 441, and the other end is bonded to the side of the flexible wing 420 away from the connector 430, so that the tension rope 442 can transmit the tension force generated by the first motor 441 to the flexible wing 420. At the same time, by communicating with the first motor 441 and the control component 300, the tension force of the tension rope 442 can be controlled and adjusted according to the timing of the bending deformation of the flexible wing 420, so that the flexible wing 420 can maintain the required state.

[0072] For example, during the process of the aircraft body 100 taking off and flying to the height of the object to be tested 800 and moving towards the object to be tested 800, the first motor 441 will provide the tension rope 442 with the first tension force. Under the action of the first tension force, the flexible wing 420 will remain in a horizontal state, avoiding deformation caused by unstable factors such as airflow disturbance and vibration of the aircraft body 100 during takeoff and landing, thereby improving the overall stability of the aircraft when performing the testing task and ensuring the smooth progress of the testing process.

[0073] When the aircraft body 100 is positioned on the object to be tested 800, and the control unit 300 controls the inflation component 410 to inflate the receiving cavity 421, the control unit 300 simultaneously sends a control command to the first motor 441, causing the first motor 441 to provide a second tension force to the tension rope 442 under the control of the aircraft body 100. The first tension force is greater than the second tension force. In this way, when the inflation component 410 inflates the receiving cavity 421, the obstruction to the bending of the flexible wing component 420 caused by excessive tension force can be reduced, and the tension force can be avoided from affecting the inflation efficiency of the inflation component 410 and the bending of the flexible wing component 420.

[0074] In this way, by dynamically adjusting the tension of the tension rope 442, not only is the overall structural rigidity of the aircraft improved, but the flexible wing component 420 also has good stability and robustness.

[0075] Furthermore, the wing structure 400 also includes an inertial measurement unit (not shown in the figure), which is bonded to the flexible wing component 420. The control unit 300 and the aircraft body 100 are both communicatively connected to the inertial measurement unit; the inertial measurement unit is used to detect whether the flexible wing component 420 is bent.

[0076] Specifically, the inertial measurement unit is used to detect the attitude changes of the flexible wing component 420. The aircraft body 100 is communicatively connected to the inertial measurement unit, that is, the inertial measurement unit is communicatively connected to the flight control system built into the aircraft body 100.

[0077] For example, as mentioned earlier, during the takeoff and landing of the aircraft body 100, as it flies to the height of the object to be tested 800 and moves towards the object 800, the first motor 441 provides a first tension force to the tension rope 442, keeping the flexible wing member 420 horizontal under the action of the first tension force. Considering that the flexible wing member 420 is greatly affected by airflow disturbances and the vibration factor of the aircraft body 100 itself, if the first tension force cannot completely offset the external deformation force, the flexible wing member 420 cannot be stably kept horizontal, thus affecting the overall flight of the aircraft. By setting an inertial measurement unit, during this process, when the inertial measurement unit detects that the flexible wing member 420 is bent, the operator can adjust the flight path of the aircraft body 100 and adjust the magnitude of the tension force provided by the first motor 441 to the tension rope 442; or, the flight control system can be used to make corresponding adjustments.

[0078] Furthermore, when the aircraft body 100 is located on the object to be tested 800, and the control unit 300 controls the inflation unit 410 to inflate the cavity 421, the control unit 300 receives the bending state information of the flexible wing 420 from the inertial measurement unit to adjust the inflation amount in real time, ensuring that each detection unit 210 can surround the periphery of the object to be tested 800, thereby improving the inflation accuracy. In addition, if the inertial measurement unit fails to detect the bending of the flexible wing 420 when the aircraft body 100 and the flexible wing 420 are located on the object to be tested 800 for a long time, the flight control system built into the aircraft body 100 can also remind the operator to troubleshoot the control unit 300, the first motor 441, and the inflation unit 410 after receiving the detection information.

[0079] In practice, the inertial measurement unit can be set as a gyroscope.

[0080] As previously mentioned, when the aircraft body 100 and the flexible wing 420 are positioned on the object under test 800, the control unit 300 controls the inflation unit 410 to inflate the receiving cavity 421. Since the flight of the aircraft body 100 can be controlled according to a pre-set flight mode, the aircraft body 100's built-in flight control system can be used to control its take-off and landing, or when the operator's line of sight is obstructed, to ensure that the aircraft body 100 can accurately position the flexible wing 420 on the object under test 210, refer to... Figure 1 and Figure 5 In some examples, the aircraft also includes a camera assembly 500, which includes a camera 510 and a damping element 520, which includes a plug-in portion 521, a connecting portion 522, an elastic portion (not shown) and a limiting portion 523.

[0081] Both the insertion part 521 and the limiting part 523 are connected to the aircraft body 100. The insertion part 521 has an insertion groove 1121. The groove opening of the insertion groove 1121 is opposite to the limiting part 523. The elastic part is placed in the insertion groove 1121. One end of the connecting part 522 is rotatably inserted into the insertion groove 1121, and the other end of the connecting part 522 contacts the limiting part 523. The connecting part 522 is connected to the camera 510. The connecting part 522 is used to drive the camera 510 to rotate relative to the insertion part 521. The limiting part 523 and the elastic part are used to provide damping when the connecting part 522 rotates. The camera 510 is communicatively connected to the control component 300. The camera 510 is used to detect whether the flexible wing component 420 is located on the object to be detected 800.

[0082] Specifically, the damping component 520 can effectively absorb the vibrations experienced by the camera 510 during flight, reduce image blurring caused by vibration, and ensure that the camera 510 can obtain clear and stable images when detecting whether the flexible wing component 420 is located on the object to be detected 800, thereby improving the reliability of the detection results.

[0083] Meanwhile, the presence of damping component 520 improves the overall anti-interference capability of the aircraft. Even when encountering airflow disturbances or accidental collisions, it can maintain the stability of camera 510, reduce sensitivity to external impacts, and ensure stable operation of the aircraft in complex environments.

[0084] Through the communication connection between the camera 510 and the control unit 300, the control unit 300 can more accurately control the inflation unit 410 to inflate the receiving cavity 421 based on the detection information of the camera 510.

[0085] For example, the plug-in portion 521 connects to the aircraft body 100, providing a stable mounting base for the camera 510; the connecting portion 522, through its connection with the camera 510, can rotate relative to the camera under the action of the elastic portion. Simultaneously, the limiting portion 523 and the elastic portion work together to provide damping for the rotation of the connecting portion 522, effectively suppressing vibrations during flight. The elastic portion is placed within the plug-in slot 1121, and its main function is to provide buffering, absorbing vibrations generated when the aircraft body 100 moves in the air, ensuring that the camera 510 remains stable under different flight conditions and acquires high-quality image data.

[0086] See Figure 1 , Figure 4 , Figure 6 and Figure 7 In some examples, the flexible wing component 420 includes a flexible shell 422 and a plurality of flexible plates 423; the flexible shell 422 has a receiving cavity 421, and the flexible shell 422 is connected to the aircraft body 100 via a connector 430, and an inflation port 424 is formed on the flexible shell 422; the plurality of flexible plates 423 are all placed in the receiving cavity 421, and the flexible plates 423 are spaced apart along the direction away from the inflation port 424, and each flexible plate 423 is connected to the inner wall of the flexible shell 422, and the projection of the inflation port 424 toward the receiving cavity 421 is located on the inner wall of the flexible shell 422 away from the inflation port 424; the thickness of each flexible plate 423 decreases sequentially along the direction away from the inflation port 424.

[0087] Specifically, the flexible shell 422 serves as the main structure of the flexible wing component 420. The flexible shell 422 not only provides the necessary space for inflation, but also ensures the overall structural stability of the aircraft and the installation foundation of the detection component 200 through its connection with the connector 430.

[0088] By arranging the flexible plates 423 at intervals along the direction away from the inflation hole 424 and gradually reducing their thickness, this design helps guide the inflated flexible wing 420 to form a preset bending shape, improving the shape control capability and adaptability of the flexible wing 420; at the same time, it helps to offset the influence of the self-weight of the flexible wing 420 on the flight process of the aircraft body 100.

[0089] It is understandable that by setting the projection of the inflation hole 424 toward the cavity 421 onto the inner wall of the flexible shell 422 away from the inflation hole 424, the air passage on the flexible wing 420 that communicates with the inflation component 410 is set on one side of the end. This ensures that the airflow can be evenly distributed during inflation, which is conducive to forming a stable curved shape. At the same time, it avoids the airflow directly impacting the flexible plate 423, reducing unnecessary structural stress. When there is liquid inside the cavity 421, it is also easy to pour out and discharge it.

[0090] See Figures 1 to 8 The aircraft also includes a drive wheel assembly 600 and two pitch motors 700; the pitch motors 700 and the wing structure 400 are arranged in a one-to-one correspondence, and the connecting parts 430 of the wing structure 400 are movably connected to the aircraft body 100 through the corresponding pitch motors 700, and the pitch motors 700 are electrically connected to the aircraft body 100; the drive wheel assembly 600 is rotatably connected to the aircraft body 100; the drive wheel assembly 600 is configured to follow the aircraft body 100 and be located on the object to be tested 800, and to roll in contact with the object to be tested 800; the pitch motors 700 are used to control the tilt of the aircraft body 100 when it flies to the object to be tested 800 after the aircraft body 100 takes off and lands, and to control the tilt of the aircraft body 100 to return to its original tilt when the drive wheel assembly 600 rolls in contact with the object to be tested 800.

[0091] Specifically, the drive wheel assembly 600 is used to provide the aircraft body 100 with the ability to move on the object to be inspected 800. During the inspection process, the drive wheel assembly 600 is used to make the aircraft body 100 drive the flexible wing 420 to move on the surface of the object to be inspected 800, thereby reducing the energy consumption of the aircraft body 100 and improving its endurance.

[0092] By setting up a pitch motor 700, the tilt and reset of the aircraft body 100 can be controlled, thereby adjusting the attitude of the aircraft body 100. In this way, the tilted aircraft body 100 can convert the lift of take-off and landing into forward force during the process of moving forward to the object to be tested 800 through interaction with the airflow. In addition, during the tilted forward movement of the aircraft body, the horizontal flexible wing can provide stable upward lift. In specific implementation, the pitch motor 700 can also adaptively adjust the angle of attack of the flexible wing according to the change of forward speed while following the forward movement of the aircraft body 100. This can significantly reduce the energy consumption of the aircraft.

[0093] In specific implementation, combined with Figure 8As shown, the drive wheel assembly 600 may include two drive wheel sets, each corresponding to a wing structure 400. That is, the drive wheel sets and their corresponding wing structures are positioned on the same side of the aircraft body 100. Each drive wheel set includes a first drive wheel 610 and a second drive wheel 620 spaced apart along the Y direction, where the Y direction is the direction of movement of the aircraft body 100. For example, the first drive wheel 610 and the second drive wheel 620 are rotated by corresponding drive motors to move the aircraft body 100. Furthermore, the type and arrangement of the drive wheels can be adjusted according to the actual testing requirements. For instance, the two second drive wheels 620 may be two magnetic omnidirectional wheels with perpendicular axes, and the two first drive wheels 610 may be two magnetic omnidirectional wheels with overlapping axes. This design allows the aircraft body 100 to flexibly adjust its position along the circumference of the pipe to be tested if the flexible wing bending fails to completely surround the pipe with a large diameter, ensuring full coverage testing.

[0094] See Figure 8 , Figure 9 and Figure 10 In some embodiments, the aircraft body 100 includes a protective frame assembly 110, a support assembly 120, and a rotor assembly 130. The protective frame assembly 110 includes two protective frames 111 and two fixing members 112. The two protective frames 111 are crosswise arranged between the two fixing members 112. The two protective frames 111 are plugged into each other and are detachably connected to both ends of the fixing members 112 in the extension direction. The pitch motor 700 is connected to the fixing members 112 one by one. The two protective frames 111 have a common installation area 1111. The support assembly 120 is placed in the installation area 1111, and both protective frames 111 are connected to the support assembly 120. The rotor assembly 130 includes four rotor elements 131. All four rotor elements 131 are connected to the support assembly 120. Pairs of rotor elements 131 are symmetrically arranged at opposite ends of the support assembly 120, and the rotor elements 131 are located inside the protective frame 111.

[0095] In this design, the protective frame 111 provides structural support and external protection, offering additional cushioning and protection to internal components such as the rotor assembly 131 in the event of a collision, reducing the risk of damage. The support assembly 120 serves as the mounting base for the rotor assembly 131, ensuring the stability of the rotor assembly 131. The rotor assembly 131 provides lift, propelling the aircraft body 100 into flight. Its paired, symmetrical layout helps maintain the balance and stability of the aircraft body 100, improving control precision and flight efficiency.

[0096] By setting two protective frames 111 for plugging in, and the protective frame 111 being detachably connected to the fastener 112, maintenance and upgrades are facilitated, and maintenance costs are reduced.

[0097] For example, see Figure 11 The fastener 112 may have a plug-in slot 1121 that matches the protective frame 111. The protective frame 111 is plugged into the plug-in slot 1121 and the protective frame 111 and the fastener 112 are detachably connected by plugging.

[0098] The two protective frames 111 can be joined together using a mortise and tenon structure, and the protective frames 111 are made of carbon fiber, making the structure simple and lightweight; for specific implementation, please refer to [reference needed]. Figure 12 The protective frame 111 includes a protective frame body 1112 and two support legs 1113. The protective frame body 1112 and the support legs 1113 are integrally formed. The two support legs 1113 are located at opposite ends of the protective frame body 1112. The side of the support legs 1113 away from the protective frame body 1112 and the side of the drive wheel assembly 600 away from the aircraft body 100 can be on the same horizontal line. The drive wheel assembly 600 and the support legs are sequentially close to the corresponding wing structure 400. In this way, when the aircraft body 100 lands and touches the ground, the support legs can disperse the impact on the drive wheel assembly 600. At the same time, when inspecting the pipeline, it is understood that the drive wheel assembly 600 contacts the pipeline to provide power to the aircraft body 100, while avoiding direct contact between the support legs and the pipeline.

[0099] Further reading Figure 10 The support assembly 120 may include a first support member 121 and a second support member 122. The second support member 122 includes a support portion 1221 and a receiving portion 1222 connected to the support portion 1221. The receiving portion 1222 can be used to connect to the camera assembly 500. In a specific implementation, both the first support member 121 and the support portion 1221 are provided with a countersunk hole 1212 and multiple through holes 1211. The support portion 1221 is used to connect to the rotor 131 and the receiving portion 1222 through the countersunk hole 1212. The first support member 121 is used to connect to the rotor 131 through the countersunk hole 1212. At the same time, a flat support surface can be formed on the first support member 121, and the control component 300 can be placed on the support surface.

[0100] The through hole 1211 can dissipate heat on the one hand, and on the other hand, under the connection of the rotor component 131, the first support component 121 and the support part 1221 can form an installation space for power supply and flight control system, etc. Thus, the existence of the through hole 1211 facilitates the fixing of these components and the organization of wiring.

[0101] Specifically, see Figure 10 and Figure 13 The rotor component 131 includes a rotor body 1311, an arm 1312, and a second motor 1313. The arm 1312 includes a first mounting portion 101 and a second mounting portion 102. The second motor 1313 is mounted on the second mounting portion 102 and is connected to the rotor body 1311. The second motor 1313 is electrically connected to the control component 300. The first mounting portion 101 includes a first mounting section 103 and a second mounting section 104 arranged sequentially. The first mounting section 103 has a threaded hole 105 and is detachably connected to the support component 120 through the threaded hole 105. The second mounting section 104 is connected to the second mounting portion 102 and has a cavity 106 communicating with the threaded hole 105.

[0102] For example, the second mounting part 102 can be configured as a slot shape that matches the second motor 1313. By opening a cavity 106 on the second mounting section 104 that communicates with the threaded hole 105, the overall weight of the rotor assembly 130 is reduced, while facilitating the passage of the second motor 1313's wiring to the power supply and other connections, avoiding the risk of the wiring being hit by the rotor body 1311. In addition, multiple spaced wire management rods 107 can be provided in the cavity 106 to facilitate wire management.

[0103] In practical applications, the position of the second mounting part 102 is lower than the position of the second mounting section 104. This design lowers the mounting position of the second motor 1313, thereby reducing the height of the rotor body 1311 and preventing interference between the rotor body 1311 and other components above it.

[0104] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. An aircraft, characterized in that, The system includes an aircraft body, a detection component, a control component, and at least one wing structure. The wing structure includes a flexible wing component and an inflatable component. The flexible wing component is connected to the aircraft body, and the flexible wing component has a receiving cavity. The inflatable component is connected to the receiving cavity. The detection component includes multiple detection elements, all of which are connected to the flexible wing component. The detection elements are communicatively connected to the control component, and the detection elements are used to detect whether the object to be detected has defects. The inflator is communicatively connected to the control unit, which is configured to, when the aircraft body and the flexible wing are on the object to be tested, control the inflator to inflate the cavity to make the flexible wing bend and cause each of the detection components to surround the object to be tested. The wing structure also includes a connector, the flexible wing component is disposed opposite to the connector, and the side of the flexible wing component facing the connector is connected to the aircraft body through the connector; The inflatable component is connected to the connecting component, and the flexible wing component has an inflation hole on the side facing the connecting component that communicates with the receiving cavity. The inflatable component is connected to the receiving cavity through the inflation hole. The flexible wing is configured to be positioned above and to the side of the object to be tested under the influence of the aircraft body, and when the inflator inflates into the cavity, the side of the flexible wing away from the connector rotates and bends toward the object to be tested, thereby causing the testing component to surround the periphery of the object to be tested.

2. The aircraft according to claim 1, characterized in that, The wing structure also includes a stabilization component, which includes a first motor and a tension rope. The first motor is connected to one of the connecting member and the flexible wing member. One end of the tension rope is connected to the first motor, and the other end of the tension rope is bonded to the side of the flexible wing member away from the connecting member. The first motor is communicatively connected to the control unit, and the first motor is used to provide tension to the tensioning rope; The control element is used to reduce the tension when controlling the inflation element to inflate the receiving cavity.

3. The aircraft according to claim 2, characterized in that, The wing structure also includes an inertial measurement unit, which is bonded to the flexible wing component. The control unit and the aircraft body are both communicatively connected to the inertial measurement unit. The inertial measurement unit is used to detect whether the flexible wing is bent.

4. The aircraft according to any one of claims 1 to 3, characterized in that, It also includes a camera assembly, which includes a camera and a damping component, the damping component including a plug-in portion, a connecting portion, an elastic portion and a limiting portion; Both the plug-in part and the limiting part are connected to the aircraft body. The plug-in part has a plug-in groove, and the opening of the plug-in groove is opposite to the limiting part. The elastic part is placed in the plug-in groove. One end of the connecting part is rotatably inserted into the plug-in groove, and the other end of the connecting part contacts the limiting part. The connecting part is connected to the camera, and the connecting part is used to drive the camera to rotate relative to the plug-in part. The limiting part and the elastic part are used to provide damping when the connecting part rotates. The camera is communicatively connected to the control unit, and the camera is used to detect whether the flexible wing is located on the object to be detected.

5. The aircraft according to claim 1, characterized in that, The flexible wing component includes a flexible outer shell and multiple flexible plates; the flexible outer shell has the receiving cavity, the flexible outer shell is connected to the aircraft body through the connector, and the inflation port is opened on the flexible outer shell; Multiple flexible plates are placed in the receiving cavity, and each flexible plate is arranged at intervals along the direction away from the inflation hole. Each flexible plate is connected to the inner wall of the flexible shell. The projection of the inflation hole toward the receiving cavity is located on the inner wall of the flexible shell away from the inflation hole. The thickness of each of the flexible plates decreases sequentially along the direction away from the air inlet.

6. The aircraft according to any one of claims 1 to 3, characterized in that, The number of wing structures is two, and the two wing structures are symmetrically arranged on opposite sides of the aircraft body; The centroid of the flexible wing coincides with the centroid of the aircraft body.

7. The aircraft according to claim 6, characterized in that, It also includes a drive wheel assembly and two pitch motors; the pitch motors and the wing structure are arranged in a one-to-one correspondence, the connecting parts of the wing structure are movably connected to the aircraft body through the corresponding pitch motors, and the pitch motors are electrically connected to the aircraft body; The drive wheel assembly is rotatably connected to the aircraft body; the drive wheel assembly is configured to follow the aircraft body onto the object to be tested and roll into contact with the object to be tested; the pitch motor is used to control the tilt of the aircraft body when it flies to the object to be tested after the aircraft body takes off and lands, and to control the tilt of the aircraft body to return to its original position when the drive wheel assembly rolls into contact with the object to be tested.

8. The aircraft according to claim 7, characterized in that, The aircraft body includes a protective frame assembly, a support assembly, and a rotor assembly; The protective frame assembly includes two protective frames and two fixing members. The two protective frames are arranged crosswise between the two fixing members. The two protective frames are inserted into each other. The two protective frames are detachably connected to both ends of the fixing members in the extension direction. The pitch motor is connected to the fixing members one by one. Both protective frames share an installation area, the support assembly is placed within the installation area, and both protective frames are connected to the support assembly. The rotor assembly includes four rotor elements, all of which are connected to the support assembly. The rotor elements are symmetrically arranged in pairs at opposite ends of the support assembly, and the rotor elements are located within the protective frame.

9. The aircraft according to claim 8, characterized in that, The rotor component includes a rotor body, an arm, and a second motor; the arm includes a first mounting part and a second mounting part, the second motor is disposed on the second mounting part, the second motor is connected to the rotor body, and the second motor is electrically connected to the control component. The first mounting part includes a first mounting section and a second mounting section arranged sequentially. The first mounting section has a threaded hole and is detachably connected to the support assembly through the threaded hole. The second mounting section is connected to the second mounting part and has a cavity communicating with the threaded hole.

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