Aircraft safe landing system under extreme conditions

Abstract

The invention discloses a safe landing system for an aircraft under extreme conditions, and relates to the technical field of aircrafts. Compared with a traditional parachute, the safe landing system for the aircraft under the extreme condition adopts the first helium air bag and the second helium air bag, the ejection speed is higher, the descending speed of the aircraft body can be slowed down in the first time, meanwhile, the generated impact force is small, the safety of the aircraft body and carried personnel can be effectively protected, and in addition, the safety of the aircraft is improved. The unmanned aerial vehicle further has excellent adaptability and can cope with various complex ground environments, stable support is provided for the aircraft body, the hang glider mechanism is further introduced to cope with the situation that the aircraft body loses the flying ability, and the hang glider mechanism can change the advancing direction and reduce the falling speed through swinging in the landing process; therefore, the landing safety is further improved, the safety of the aircraft body and carried personnel can be protected in emergency, and the application range of the aircraft can be expanded to a certain extent.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a safe landing system for an aircraft under extreme conditions. Background Art

[0002] With the booming development of the low-altitude economy, aircraft technology is rapidly advancing, among which manned aircraft has attracted much attention due to its unique transportation characteristics. As a potential star of future urban transportation, manned aircraft is not only expected to ease the pressure of ground traffic, but also provide a more convenient and efficient way of travel. However, the premise for the promotion and application of manned aircraft is to ensure its absolute safety in various situations. Traditional emergency landing methods, such as parachutes, although they can work in some cases, have obvious limitations. The impact force generated by parachutes during landing is large, which may cause damage to the aircraft and its passengers. At the same time, parachutes have poor adaptability and are difficult to cope with complex and changeable ground environments, such as rugged terrain, waters, etc. Therefore, the development of a new, efficient and safe landing system is of great significance for the promotion and application of manned aircraft.

[0003] However, when existing aircraft are in use, when encountering extreme situations, due to the fast landing speed, the aircraft cannot be well cushioned and protected, making the deceleration landing method unsafe, difficult to cope with extremely complex environments, and unable to provide good protection for the people on board. Summary of the invention

[0004] The purpose of the present invention is to provide a system for safely landing an aircraft in extreme situations, so as to solve the problems raised in the above-mentioned background technology.

[0005] To achieve the above-mentioned object, the present invention provides the following technical solution: a system for safe landing of an aircraft in extreme situations, comprising an aircraft body, the aircraft body comprising a plurality of arms, and wings are arranged on the arms, a protection mechanism is arranged at the bottom of the aircraft body, two symmetrically arranged glider mechanisms are arranged on both sides of the aircraft body, and a buoyancy mechanism is arranged on the side wall of the aircraft body;

[0006] The buoyancy mechanism includes a plurality of airbag compartments fixedly connected to the side wall of the aircraft body, and the airbag compartments are located above the connection between the fuselage and the arms of the aircraft body, each of the airbag compartments is provided with a first helium airbag, and the top of the airbag compartment is rotatably connected to a compartment cover via a rotating mechanism, and a first inflation mechanism for inflating and ejecting the first helium airbag is provided in the airbag compartment.

[0007] Preferably, the first inflation mechanism comprises a compressed helium gas chamber fixedly connected to the airbag chamber, and the outlet end of the compressed helium gas chamber is fixedly connected to a five-way exhaust pipe, and the outlet end of the five-way exhaust pipe is fixedly inserted in the first helium airbag.

[0008] Preferably, the rotating mechanism comprises two symmetrically arranged fixing blocks fixedly connected to the side walls of the airbag compartment, and the compartment cover is rotatably connected to the side walls of the fixing blocks via a rotating shaft.

[0009] Preferably, the protection mechanism comprises an installation cavity opened at the bottom of the aircraft body, a second helium airbag is arranged in the installation cavity, and a second inflation mechanism for inflating and ejecting the second helium airbag is arranged in the aircraft body.

[0010] Preferably, the second inflation mechanism comprises a compressed helium tank disposed in the aircraft body, and a piston is connected to the compressed helium tank via a lifting mechanism, an inflation tube is fixedly connected to the bottom of the compressed helium tank, and the lower end of the inflation tube is fixedly inserted in the second helium airbag.

[0011] Preferably, the lifting mechanism comprises a mounting plate fixedly connected to the aircraft body, a first push rod motor is fixedly connected to the bottom of the mounting plate, and an extended end of the first push rod motor penetrates into the compressed helium tank and is fixed to the top of the piston.

[0012] Preferably, each of the glider mechanisms includes two symmetrically arranged brackets, and the brackets are connected to the side walls of the aircraft body through a swinging mechanism, two symmetrically arranged moving frames are connected between the two brackets through a moving mechanism, and a glider is fixedly connected between the moving frame and the bracket.

[0013] Preferably, the moving mechanism includes a support shaft fixedly connected between two brackets, and the moving bracket slides on the side wall of the support shaft, the side wall of each bracket is fixedly connected with a second push rod motor, and the telescopic end of the second push rod motor is fixed to the side wall of the moving bracket.

[0014] Preferably, the swing mechanism includes two symmetrically arranged support plates fixedly connected to the side walls of the aircraft body, and the side walls of each support plate are fixedly connected to a motor, the output end of the motor passes through the side walls of the support plates and is fixedly connected to a rotating disk, and the rotating disk is fixed to the side walls of the bracket.

[0015] Preferably, a controller is fixedly connected to the bottom of the airbag compartment, and the five-way exhaust pipe, the first push rod motor, the second push rod motor and the motor are all electrically connected to the controller.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] 1. The first helium bag and the second helium bag are ejected quickly, which can quickly provide the required buoyancy and resistance for the aircraft body and effectively slow down its falling speed. This feature ensures that in an emergency, the aircraft body can quickly enter a safe landing state.

[0018] 2. The first helium bag and the second helium bag have fixed shapes and controllable sizes, so that the aircraft body can maintain a stable landing speed during the landing process. This feature helps the pilot to control the landing direction more accurately and further enhances the controllability of the landing process of the aircraft body.

[0019] 3. When the aircraft lands on the ground, the second helium airbag can absorb most of the impact force, providing additional protection for the aircraft and its passengers. This feature is particularly important when dealing with complex ground environments and can significantly reduce the risk of injury caused by landing impact.

[0020] 4. For landing in water, the second helium airbag can provide sufficient buoyancy to enable the aircraft body to float stably on the water surface. This feature expands the application range of the aircraft and enhances its adaptability in different environments.

[0021] 5. When the wings stop rotating, the hang glider mechanism can play a key role. The hang glider mechanism is first unfolded, and by swinging it, the direction of travel can be changed and the falling speed can be reduced, providing a strong guarantee for the safe landing of the aircraft body.

[0022] The present invention adopts the first helium airbag and the second helium airbag as the landing deceleration device. Compared with the traditional parachute, the first helium airbag and the second helium airbag have a faster ejection speed, which can slow down the descent speed of the aircraft body in the first time. At the same time, the impact force generated by the first helium airbag and the second helium airbag during the deceleration process is relatively small, which can effectively protect the safety of the aircraft body and the personnel carried therein. In addition, the first helium airbag and the second helium airbag also have excellent adaptability and can cope with various complex ground environments. Whether it is a rugged mountain or a flat grassland, they can provide stable support for the aircraft body. Furthermore, the present invention also introduces a glider mechanism design to cope with the situation where the aircraft body loses its flying ability. The glider mechanism can change the direction of travel by swinging during the landing process to reduce the falling speed, thereby further improving the landing safety. This design enables the present invention to not only protect the safety of the aircraft body and the personnel carried therein in an emergency, but also to expand the application scope of the aircraft to a certain extent.

[0023] The traditional landing method is not safe enough, difficult to cope with extremely complex environments, and cannot provide good protection for the people on board. The first helium airbag and the second helium airbag can absorb most of the impact caused by landing and protect the safety of the people on board. The first helium airbag and the second helium airbag are filled with helium to generate huge buoyancy, reduce the descent speed of the aircraft, and protect the aircraft and the people on board from danger. When the aircraft loses its ability to fly, the hang glider can change its direction to a certain extent and reduce the descent speed of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the position of the glider mechanism in the present invention;

[0025] Figure 2 It is a structural schematic diagram of the protection mechanism of the present invention;

[0026] Figure 3 It is a structural schematic diagram of the rotary pusher assembly in the present invention;

[0027] Figure 4 It is a schematic diagram of the pop-up state of the first helium airbag and the second helium airbag in the present invention;

[0028] Figure 5 It is a structural schematic diagram of the glider mechanism in the present invention;

[0029] Figure 6 It is a schematic diagram of the folded state of the glider mechanism in the present invention;

[0030] Figure 7 is a schematic diagram of the unfolded state of the glider mechanism in the present invention;

[0031] Figure 8 It is a structural schematic diagram of the buoyancy mechanism in the present invention.

[0032] In the figure: 1, aircraft body; 101, machine arm; 2, wing; 3, glider mechanism; 301, bracket; 302, second push rod motor; 303, support shaft; 304, mobile frame; 305, glider; 4, buoyancy mechanism; 401, cabin cover; 402, controller; 403, five-way exhaust pipe; 404, compressed helium cabin; 405, airbag cabin; 5, installation cavity; 6, first helium airbag; 7, second helium airbag; 801, compressed helium tank; 802, piston; 803, inflation tube; 901, installation plate; 902, first push rod motor; 1001, support plate; 1002, motor; 1003, rotating disk; 1101, fixing block; 1102, rotating shaft. DETAILED DESCRIPTION

[0033] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0034] See also Figure 1-Figure 8 The present invention provides a technical solution: a system for safe landing of an aircraft under extreme conditions, comprising an aircraft body 1, the aircraft body 1 comprising a plurality of arms 101, and wings 2 are arranged on the arms 101, a protection mechanism is arranged at the bottom of the aircraft body 1, two symmetrically arranged glider mechanisms 3 are arranged on both sides of the aircraft body 1, and a buoyancy mechanism 4 is arranged on the side wall of the aircraft body 1;

[0035] The buoyancy mechanism 4 includes a plurality of airbag compartments 405 fixedly connected to the side wall of the aircraft body 1, and the airbag compartments 405 are located above the connection between the fuselage of the aircraft body 1 and the arm 101, each airbag compartment 405 is provided with a first helium airbag 6, and the top of the airbag compartment 405 is rotatably connected with a compartment cover 401 through a rotating mechanism, and a first inflation mechanism for inflating and ejecting the first helium airbag 6 is provided in the airbag compartment 405. The first helium airbag 6 and the second helium airbag 7 are used as a landing deceleration device. Compared with a traditional parachute, the first helium airbag 6 and the second helium airbag 7 have a faster ejection speed, which can slow down the descent speed of the aircraft body 1 in the first time, and at the same time, the first helium airbag 6 and the second helium airbag 7 are decelerated. The impact force generated during the process is relatively small, which can effectively protect the safety of the aircraft body 1 and the passengers. In addition, the first helium airbag 6 and the second helium airbag 7 also have excellent adaptability and can cope with various complex ground environments. Whether it is a rugged mountain or a flat grassland, they can provide stable support for the aircraft body 1. Furthermore, the present invention also introduces a glider mechanism 3 design to cope with the situation where the aircraft body 1 loses its flying ability. The glider mechanism 3 can change the direction of travel by swinging during the landing process, reduce the falling speed, and further improve the landing safety. This design enables the present invention to not only protect the safety of the aircraft body 1 and the passengers in an emergency, but also expand the application scope of the aircraft to a certain extent.

[0036] The first inflation mechanism includes a compressed helium chamber 404 fixedly connected to the airbag chamber 405, and the air outlet end of the compressed helium chamber 404 is fixedly connected to a five-way exhaust pipe 403, and the air outlet end of the five-way exhaust pipe 403 is fixedly inserted in the first helium airbag 6. In a normal flight state, the uninflated first helium airbag 6 is folded and placed in the airbag chamber 405, which will not affect the normal flight state of the aircraft body 1. When the aircraft body 1 is in an extreme condition such as the wing 2 stopping, the five-way exhaust pipe 403 will open, so that the compressed helium in the compressed helium chamber 404 enters the first helium airbag 6 through the five-way exhaust pipe 403, so that it is inflated and popped out, and at the same time, the chamber cover 401 is pushed to rotate upward along the rotating mechanism to open. After the first helium airbag 6 is formed, it is located above the aircraft body 1, providing huge buoyancy for the aircraft body 1.

[0037] The rotating mechanism includes two symmetrically arranged fixing blocks 1101 fixedly connected to the side walls of the airbag compartment 405, and the compartment cover 401 is rotatably connected to the side walls of the fixing blocks 1101 through a rotating shaft 1102, which guides and limits the rotation of the compartment cover 401 to ensure its normal rotation.

[0038] The protection mechanism includes an installation cavity 5 opened at the bottom of the aircraft body 1, a second helium airbag 7 is arranged in the installation cavity 5, and a second inflation mechanism for inflating and ejecting the second helium airbag 7 is arranged in the aircraft body 1. When the aircraft is in an extreme condition such as the wing 2 being stopped, the second helium airbag 7 is inflated and ejected by the second inflation mechanism. The second helium airbag 7 at the bottom has a plate-like shape and is located below the aircraft body 1 after being inflated and formed. It can provide buoyancy during the landing of the aircraft body 1 and absorb the impact force generated when landing. When landing in waters such as rivers, the second helium airbag 7 at the bottom can allow the aircraft body 1 to float on the water surface, and the relatively flat shape of the bottom can well support the aircraft body 1 and prevent it from tipping over.

[0039] The second inflation mechanism includes a compressed helium tank 801 disposed in the aircraft body 1, and a piston 802 is connected to the compressed helium tank 801 through a lifting mechanism, and an inflation tube 803 is fixedly connected to the bottom of the compressed helium tank 801, and the lower end of the inflation tube 803 is fixedly inserted in the second helium airbag 7. When inflation is required, the piston 802 is driven by the lifting mechanism to move downward along the compressed helium tank 801, so that the helium in the compressed helium tank 801 can be squeezed into the second helium airbag 7 through the inflation tube 803, so that it expands and pops out.

[0040] The lifting mechanism includes a mounting plate 901 fixedly connected to the aircraft body 1, a first push rod motor 902 is fixedly connected to the bottom of the mounting plate 901, and the protruding end of the first push rod motor 902 passes through the compressed helium tank 801 and is fixed to the top of the piston 802. When the first push rod motor 902 is started, the protruding end is driven to be lifted and lowered, thereby driving the piston 802 to be lifted and lowered.

[0041] Each glider mechanism 3 includes two symmetrically arranged brackets 301, and the brackets 301 are connected to the side wall of the aircraft body 1 through a swinging mechanism. Two symmetrically arranged moving frames 304 are connected between the two brackets 301 through a moving mechanism, and a glider 305 is fixedly connected between the moving frame 304 and the bracket 301. The glider adopts high-performance nylon filament as a material, which has high tear resistance and aging resistance. In normal flight state, the moving frame 304 is driven by the moving mechanism to move toward the bracket 301, so that the glider 305 can be folded, which will not affect the normal flight state of the aircraft. When the aircraft is in an extreme condition such as the wing 2 of the aircraft is stopped, the moving frame 304 is driven by the moving mechanism to move away from the bracket 301, so that the glider 305 can be unfolded and merged after sliding out, and the glider 305 is driven by the swinging mechanism to swing on both sides of the aircraft body 1, which can change the travel direction to a certain extent and reduce the falling speed.

[0042] The moving mechanism includes a support shaft 303 fixedly connected between two brackets 301, and a moving frame 304 slides on the side wall of the support shaft 303. The side wall of each bracket 301 is fixedly connected with a second push rod motor 302, and the telescopic end of the second push rod motor 302 is fixed to the side wall of the moving frame 304. Starting the second push rod motor 302 drives the telescopic end to move, thereby driving the moving frame 304 to slide on the support shaft 303, and then driving the glider 305 to fold and unfold.

[0043] The swing mechanism includes two symmetrically arranged support plates 1001 fixedly connected to the side walls of the aircraft body 1, and the side walls of each support plate 1001 are fixedly connected with a motor 1002, the output end of the motor 1002 passes through the side walls of the support plate 1001 and is fixedly connected with a rotating disk 1003, and the rotating disk 1003 is fixed to the side wall of the bracket 301. When the motor 1002 is started, the rotation of the motor 1002 drives the rotation of the rotating disk 1003. By starting the motor 1002 to rotate forward and reversely, the rotating disk 1003 can be driven to rotate back and forth, thereby driving the bracket 301, the support shaft 303 and the moving frame 304 to swing back and forth, and then driving the glider 305 to swing, which can change the travel direction to a certain extent and reduce the falling speed.

[0044] The bottom of the airbag compartment 405 is fixedly connected to a controller 402, and the five-way exhaust pipe 403, the first push rod motor 902, the second push rod motor 302 and the motor 1002 are all electrically connected to the controller 402. When the aircraft body 1 is in an extreme condition such as the wing 2 stalling, the controller 402 receives a signal, and then controls the five-way exhaust pipe 403 to open, and the first push rod motor 902, the second push rod motor 302 and the motor 1002 to rotate.

[0045] Working principle: Under normal flight conditions, the uninflated first helium airbag 6 is folded and placed in the airbag compartment 405, and at the same time, the uninflated second helium airbag 7 is folded and placed in the installation cavity 5. In addition, under normal flight conditions, the moving frame 304 is driven by the moving mechanism to move toward the bracket 301, so that the hang glider 305 can be folded, which will not affect the normal flight state of the aircraft.

[0046] When the aircraft body 1 is in an extreme condition such as the wing 2 being stopped, the controller 402 receives a signal and then controls the five-way exhaust pipe 403 to open, and the first push rod motor 902, the second push rod motor 302 and the motor 1002 rotate;

[0047] When the aircraft body 1 is in an extreme condition such as the wing 2 being stopped, the five-way exhaust pipe 403 will open, so that the compressed helium in the compressed helium chamber 404 enters the first helium airbag 6 through the five-way exhaust pipe 403, causing it to inflate and pop out, and at the same time, the chamber cover 401 is pushed to rotate upward along the rotating mechanism to open. After the first helium airbag 6 is formed, it is located above the aircraft body 1, providing huge buoyancy for the aircraft body 1;

[0048] The first push rod motor 902 is started to drive the extended end to move downward, thereby driving the piston 802 to move downward along the compressed helium tank 801, so that the helium in the compressed helium tank 801 can be squeezed into the second helium airbag 7 through the inflation tube 803, so that it expands and pops out. The second helium airbag 7 at the bottom has a plate-like shape. After inflation, it is located below the aircraft body 1, which can provide buoyancy during the landing of the aircraft body 1 and absorb the impact force generated when landing. When landing in waters such as rivers, the second helium airbag 7 at the bottom can make the aircraft body 1 float on the water surface, and the relatively flat shape of the bottom can well support the aircraft body 1 and prevent it from tipping over.

[0049] At the same time, the second push rod motor 302 is started to drive the telescopic end to move, thereby driving the moving frame 304 to move and slide on the support shaft 303 in a direction away from the bracket 301, so that the glider 305 can slide out and then be unfolded and merged together;

[0050] Furthermore, the motor 1002 is started, and the rotation of the motor 1002 drives the rotation of the rotating disk 1003. By starting the motor 1002 to rotate forward and reverse, the rotating disk 1003 can be driven to rotate back and forth, thereby driving the bracket 301, the support shaft 303 and the moving frame 304 to swing back and forth, and then driving the glider 305 to swing on both sides of the aircraft body 1, which can change the travel direction to a certain extent and reduce the falling speed;

[0051] The first helium airbag 6 and the second helium airbag 7 are used as landing deceleration devices. Compared with traditional parachutes, the first helium airbag 6 and the second helium airbag 7 have faster ejection speeds, which can slow down the descent speed of the aircraft body 1 in the first place. At the same time, the first helium airbag 6 and the second helium airbag 7 generate less impact force during the deceleration process, which can effectively protect the safety of the aircraft body 1 and the passengers. In addition, the first helium airbag 6 and the second helium airbag 7 also have excellent adaptability and can cope with various complex ground environments, whether rugged mountains or flat grasslands, and can provide stable support for the aircraft body 1. Furthermore, the present invention also introduces a glider mechanism 3 design to cope with the situation where the aircraft body 1 loses its flying ability. The glider mechanism 3 can change the direction of travel by swinging during the landing process to reduce the falling speed, thereby further improving the landing safety. This design enables the present invention to not only protect the safety of the aircraft body 1 and the passengers in an emergency, but also to expand the application scope of the aircraft to a certain extent.

[0052] The traditional landing method is not safe enough, difficult to cope with extremely complex environments, and cannot provide good protection for the passengers. The first helium airbag 6 and the second helium airbag 7 can absorb most of the impact caused by landing and protect the safety of the passengers. The first helium airbag 6 and the second helium airbag 7 are filled with helium to generate huge buoyancy, reduce the descent speed of the aircraft, and protect the aircraft and the passengers from danger. When the aircraft body 1 loses its flying ability, the hang glider can change the direction of travel to a certain extent and reduce the descent speed of the aircraft body 1.

Claims

1. A system for safely landing an aircraft in extreme situations, comprising an aircraft body (1), wherein the aircraft body (1) comprises a plurality of arms (101), and wings (2) are arranged on the arms (101), Features: A protective mechanism is provided at the bottom of the aircraft body (1), two symmetrically arranged glider mechanisms (3) are provided on both sides of the aircraft body (1), and a buoyancy mechanism (4) is provided on the side wall of the aircraft body (1); The buoyancy mechanism (4) comprises a plurality of airbag compartments (405) fixedly connected to the side wall of the aircraft body (1), and the airbag compartments (405) are located above the connection between the fuselage and the arm (101) of the aircraft body (1), each of the airbag compartments (405) is provided with a first helium airbag (6), and the top of the airbag compartment (405) is rotatably connected to a compartment cover (401) via a rotating mechanism, and a first inflation mechanism for inflating and ejecting the first helium airbag (6) is provided in the airbag compartment (405).

2. A system for safe landing of an aircraft in extreme situations according to claim 1, Features: The first inflation mechanism comprises a compressed helium chamber (404) fixedly connected to the airbag chamber (405), and the outlet end of the compressed helium chamber (404) is fixedly connected to a five-way exhaust pipe (403), and the outlet end of the five-way exhaust pipe (403) is fixedly inserted in the first helium airbag (6).

3. The aircraft safe landing system in extreme situations according to claim 2, Features: The rotating mechanism comprises two symmetrically arranged fixing blocks (1101) fixedly connected to the side walls of the airbag compartment (405), and the compartment cover (401) is rotatably connected to the side walls of the fixing blocks (1101) via a rotating shaft (1102).

4. The aircraft safe landing system in extreme situations according to claim 1, Features: The protective mechanism comprises an installation cavity (5) provided at the bottom of the aircraft body (1), a second helium airbag (7) being arranged in the installation cavity (5), and a second inflation mechanism for inflating and ejecting the second helium airbag (7) being arranged in the aircraft body (1).

5. The aircraft safe landing system in extreme situations according to claim 4, Features: The second inflation mechanism comprises a compressed helium tank (801) arranged in the aircraft body (1), and a piston (802) is connected to the compressed helium tank (801) via a lifting mechanism, an inflation tube (803) is fixedly connected to the bottom of the compressed helium tank (801), and the lower end of the inflation tube (803) is fixedly inserted in the second helium airbag (7).

6. The aircraft safe landing system in extreme situations according to claim 5, Features: The lifting mechanism comprises a mounting plate (901) fixedly connected to the aircraft body (1), a first push rod motor (902) being fixedly connected to the bottom of the mounting plate (901), and an extended end of the first push rod motor (902) passing through the compressed helium tank (801) and being fixed to the top of the piston (802).

7. The aircraft safe landing system in extreme situations according to claim 1, Features: Each of the hang glider mechanisms (3) comprises two symmetrically arranged brackets (301), and the brackets (301) are connected to the side wall of the aircraft body (1) via a swing mechanism, and two symmetrically arranged moving frames (304) are connected between the two brackets (301) via a moving mechanism, and a hang glider (305) is fixedly connected between the moving frames (304) and the brackets (301).

8. The aircraft safe landing system in extreme situations according to claim 7, Features: The moving mechanism comprises a support shaft (303) fixedly connected between two brackets (301), and the moving bracket (304) slides on the side wall of the support shaft (303), the side wall of each bracket (301) is fixedly connected with a second push rod motor (302), and the telescopic end of the second push rod motor (302) is fixed to the side wall of the moving bracket (304).

9. The aircraft safe landing system in extreme situations according to claim 7, Features: The swing mechanism comprises two symmetrically arranged support plates (1001) fixedly connected to the side wall of the aircraft body (1), and the side wall of each support plate (1001) is fixedly connected to a motor (1002), the output end of the motor (1002) passes through the side wall of the support plate (1001) and is fixedly connected to a rotating disk (1003), and the rotating disk (1003) is fixed to the side wall of the bracket (301).

10. The aircraft safe landing system in extreme situations according to claim 2, Features: The bottom of the airbag compartment (405) is fixedly connected to a controller (402), and the five-way exhaust pipe (403), the first push rod motor (902), the second push rod motor (302) and the motor (1002) are all electrically connected to the controller (402).

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