Landing and life-saving system adaptive to non-fully-coated single-person aircraft

Abstract

The invention provides a landing and life-saving system adaptive to a non-fully-coated single aircraft. The landing and life-saving system comprises a helmet for wearing, a flying suit connected with the aircraft and used for wearing, and a plurality of mechanical feet mounted on the aircraft, the helmet comprises a shell and a non-trigger air cushion arranged in the shell, and a visual window is arranged on the front side of the shell; the flying suit comprises a vest, a back air bag installed on the back of the vest, a thoracico-abdominal air bag installed on the front portion of the vest and a gas generator connected with the air bags through pipelines, the gas generator is installed on the vest or the aircraft, and a trigger switch for inflating the air bags is arranged on the gas generator. The mechanical foot comprises a supporting rod, a rotating rod and a mounting block, the mounting block is connected to the aircraft, one end of the rotating rod is rotationally connected with the mounting block or the aircraft, one end of the supporting rod is rotationally connected with the other end of the rotating rod, and the other end of the supporting rod serves as a supporting foot. The system is used for assisting normal flight landing of a manned flight non-coated single aircraft, and realizes forced landing and lifesaving.

Description

Technical Field

[0001] The present invention relates to the technical field of flying devices, and in particular, to a landing and life-saving system adapted to a non-full-coverage single-person flying vehicle. Background Art

[0002] Since the beginning of recorded history, humanity's desire to fly has never ceased. Hot air balloons, airships, gliders, paragliders, airplanes, etc., humans have continuously pursued more flexible and free-flying equipment. With the successive successful test flights of the flying motorcycle of Malloy in Australia, the flying suit of Gravity Industries in the UK, the flying skateboard of Zapata in France, the flying backpack of JetPack in the US, the flying wing of Roy in Switzerland, and several domestic single-person flying vehicle teams, more and more research institutions, companies, and enthusiast teams have engaged in the research and testing of single-person flying vehicles from different entry points.

[0003] So far, there is no landing and crash-landing life-saving system specifically developed for single-person flying vehicles. All the research and testing mentioned above simply use the life-saving kits of helicopter pilots, utilize suspension methods such as helicopters, or fly over water surfaces, attempting to provide a guarantee for flight safety using water bodies.

[0004] For flight, the take-off mass is extremely precious; for manned flight, human safety is of utmost importance; especially for non-full-coverage single-person flying vehicles, there is no external support structure that completely encloses the pilot.

[0005] Using a parachute for crash landing is not applicable to normal landing. The parachute opening conditions require certain weather and altitude; secondly, the ground conditions need to be relatively simple, and it is impossible to land in areas such as dense buildings and power lines; furthermore, there are also certain requirements for the pilot's operating ability and physical strength. Low-altitude flight, commercial flight, urban emergency rescue, etc. do not apply to parachutes.

[0006] In summary, designing a landing and crash-landing life-saving system with high strength, light weight, and good safety is the most urgent problem in the development of single-person flying vehicles. Summary of the Invention

[0007] In view of the above deficiencies in the prior art, the present invention provides a landing and life-saving system adapted to a non-full-coverage single-person flying vehicle, which is used for assisting the normal flight landing of a non-covered single-person flying vehicle for manned flight, and realizing crash-landing and life-saving.

[0008] In order to achieve the purpose of the present invention, the following scheme is proposed: A landing and life-saving system adapted to a non-full-coverage single-person flying vehicle includes a helmet worn on the pilot's head during application, a flight suit worn by the pilot and connected to the flying vehicle through a safety belt, and a plurality of mechanical feet installed on the flying vehicle; The helmet includes a shell and a non-triggered air cushion embedded in the shell, and a visual window made of transparent material is provided on the front side of the shell; The flight suit includes a vest, a back airbag installed on the back of the vest, and a chest and abdomen airbag installed on the front of the vest. Each airbag is connected to a gas generator installed on the vest or the aircraft through a pipeline, and a trigger switch for inflating each airbag is provided on the gas generator; When the aircraft is a backpack-type aircraft, after the back airbag is inflated and deployed, it forms an air cushion filled between the back with the pilot's spine as the axis and the back plate of the aircraft, and after the chest and abdomen airbag is inflated and deployed, it forms several spherical or columnar airbags; When the aircraft is a ride-on aircraft / suspended aircraft with a straddle, the system further includes a lower abdomen airbag and a hip air cushion embedded in the upper part of the straddle. The lower abdomen airbag and the hip air cushion are connected to the gas generator through a pipeline. After the back airbag and the chest and abdomen airbag are inflated and deployed, they form several spherical or columnar airbags. After the lower abdomen airbag is inflated and deployed, it forms a spherical or columnar airbag, and after the hip air cushion is inflated and deployed, it forms an air cushion filled between the pilot's hip and the straddle; The mechanical foot includes a support rod, a rotating rod and a mounting block. The mounting block is connected to the aircraft. One end of the rotating rod is rotatably connected to the mounting block or the aircraft, and one end of the support rod is rotatably connected to the other end of the rotating rod. The other end of the support rod is used as a support foot; when the mechanical foot is in the deployed state, the other end of the rotating rod is lower than one end of the rotating rod, and the other end of the support rod faces downward. When the mechanical foot changes from the deployed state to the retracted state, the rotating rod folds towards the aircraft, and the support rod folds towards the rotating rod.

[0009] Further, a buffer block with a honeycomb structure is installed at the other end of the support rod Further, a parachute pack installed on the aircraft is also included.

[0010] Further, a neck support is connected to the bottom of the shell.

[0011] Further, the number of mechanical feet is even, and they are symmetrically arranged on both sides of the aircraft, preferably 4 or 6.

[0012] Further, the non-triggered air cushion includes a cap-shaped air cushion for contacting the parietal bone and frontal bone of the pilot's head and a ring-shaped air cushion for contacting the temporal bone and occipital bone of the pilot's head.

[0013] Further, the relative rotation between the rotating rod and the mounting block or the aircraft, and the relative rotation between the support rod and the rotating rod, adopt a passive method: Method 1: A first torsion spring is provided at the rotational connection between one end of the rotating rod and the mounting block, and a second torsion spring is provided at the rotational connection between one end of the support rod and the other end of the rotating rod. When the mechanical foot is in the retracted state, the first torsion spring and the second torsion spring are in a compressed state, and the mechanical foot is held in the retracted state by a locking member inserted into the mounting block or the aircraft. When the locking member disengages from the mounting block or the aircraft, the mechanical foot changes from the retracted state to the deployed state under the action of the first torsion spring and the second torsion spring. When in the deployed state, the first torsion spring and the second torsion spring are in a natural state; Method 2: A first gas spring is hinged between one end of the rotating rod and the mounting block, and a second gas spring is hinged between one end of the support rod and the other end of the rotating rod. When the mechanical foot is in the retracted state, the first gas spring and the second gas spring are in a compressed state, and the mechanical foot is held in the retracted state by a locking member inserted into the mounting block or the aircraft. When the locking member disengages from the mounting block or the aircraft, the mechanical foot changes from the retracted state to the deployed state under the action of the first gas spring and the second gas spring. When in the deployed state, the first gas spring and the second gas spring are in a natural state.

[0014] Further, the relative rotation between the rotating rod and the mounting block or the aircraft, and the relative rotation between the support rod and the rotating rod, adopt an active method: The rotation of the rotating rod relative to the mounting block or the aircraft is realized by a first driving member, and the first driving member is mounted on the mounting block or the aircraft. The rotation of the support rod relative to the rotating rod is realized by a second driving member, and the second driving member is mounted on the rotating rod or the support rod. Among them, the first driving member and the second driving member adopt a motor or a cylinder.

[0015] The beneficial effects of the present invention are as follows: 1. The landing and rescue system of the present invention is adapted to a non-full-coverage single-person aircraft. Not only through the design of a special helmet and flight suit, it provides multi-faceted buffering and protection for the pilot during landing and forced landing, but also provides support and buffering during landing through the deployable mechanical feet, improving the buffering ability against strong impact forces during forced landing and enhancing safety; and when the mechanical feet are not deployed, they are in a retracted state, which can reduce the occupied volume and minimize the impact on the aerodynamic shape envelope of the aircraft; 2. The landing and rescue system of the present invention reduces the difficulty of the pilot's forced landing, can perform forced landing and landing without relying on a parachute, can shorten the pilot's training time, and also solves the dilemma that a parachute cannot be applied during low-altitude / ultra-low-altitude flight. Especially in the low-altitude environment where there are dense buildings, electric poles, iron towers, etc. where the parachute cannot be deployed, this system can provide a better landing method even when the aircraft is lightened by abandoning the parachute pack; 3. The landing and rescue system of the present invention combines a wearable design, which is beneficial for protecting the pilot closely, and when the airbag is not triggered, it basically will not cause additional impact on the aircraft attitude control; 4. The mechanical foot of the present invention can be implemented in a passive manner, with a simple structure and easy to achieve. Moreover, the deployment achieved by the spring / torsion spring method can further provide buffering ability during a forced landing impact, cooperate with the honeycomb-structured buffer block to improve the safety of the system, and relieve the forced landing impact; it can also be implemented in an active manner. By implementing in an active manner, it can cooperate with a preset program to achieve automatic trigger deployment. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic structural diagram of the landing and life-saving system according to an embodiment of the present application.

[0017] Figure 2 It is a schematic structural diagram of the landing and life-saving system according to an embodiment of the present application when the airbag is triggered and the mechanical foot is in the deployed state.

[0018] Figure 3 It is a schematic three-dimensional structure diagram of the helmet according to an embodiment of the present application.

[0019] Figure 4 It is a schematic side view structure diagram of the helmet according to an embodiment of the present application.

[0020] Figure 5 It is a schematic structure diagram of the flight suit after the airbags are triggered when applied to a backpack-type aircraft according to an embodiment of the present application.

[0021] Figure 6 It is a schematic structure diagram of the flight suit after the airbags are triggered when applied to a ride-on aircraft / suspended aircraft with a straddle according to an embodiment of the present application.

[0022] Figure 7 It is a schematic structure diagram of the deployed state of the mechanical foot in the normal installation according to an embodiment of the present application.

[0023] Figure 8 It is a schematic structure diagram of the retracted state of the mechanical foot in the normal installation according to an embodiment of the present application.

[0024] Figure 9 It is a schematic structure diagram of the retracted state of the mechanical foot in the reverse installation according to an embodiment of the present application.

[0025] Figure 10 It is a schematic structure diagram of the deployed state of the mechanical foot in the reverse installation according to an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0026] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following will describe the embodiments of the present invention in detail with reference to the drawings. However, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments.

[0027] An embodiment of the present application provides a landing and life-saving system adapted to a non-full-coverage single-person aircraft, such asFigure 1 and Figure 2 As shown in Figure 2 , the system includes a helmet 1 worn on the pilot's head during application, a flight suit 2 worn by the pilot and connected to the aircraft through a safety belt, and multiple mechanical feet 3 installed on the aircraft. It should be noted that Figure 1 and Figure 2 The aircraft shown in Figure 2 is only an example. In actual applications, the aircraft referred to in this example is not limited to the type with only wings.

[0028] Preferably, the number of mechanical feet 3 is even, and they are symmetrically arranged on both sides of the aircraft. Further preferably, the number of mechanical feet 3 is 4 or 6. As shown in Figure 1 and Figure 2 , there are 4 mechanical feet. Figure 1 and Figure 2 As shown in Figure 1 and Figure 2 , there are 4 mechanical feet.

[0029] Optionally, the system further includes a parachute pack 4 installed on the aircraft. Figure 1 and Figure 2 Figure 1 and Figure 2 show a schematic diagram of the parachute pack 4 when it is not opened. It can be specifically selected according to flight requirements. Generally, it is not necessary to select it during low-altitude flight to reduce the flight weight; it is selected during high-altitude flight. When the relative height difference from the intended landing location reaches a predetermined range during a forced landing, the parachute pack 4 is opened.

[0030] As Figure 3 and Figure 4 shown in Figure 3 and Figure 4 , where Figure 4 Region A in Figure 4 shows a partial cross-sectional view of the internal structure of the helmet 1. The helmet 1 includes a shell 102 and a non-triggered air cushion 101 embedded in the shell 102. A visible window 103 made of transparent material is provided on the front side of the shell 102, corresponding to the positions of the wearer's eyes and face; the external configuration of the shell 102 is integrally formed to form an aerodynamic shape. The non-triggered air cushion 101 includes a cap-shaped air cushion for contacting the parietal bone and frontal bone of the pilot's head and a circumferential air cushion for contacting the temporal bone and occipital bone of the pilot's head. Optionally, a neck rest 104 is further connected to the bottom of the shell 102, and a shoulder rest can also be configured according to the situation.

[0031] As Figure 1 , Figure 2 , Figure 5 , Figure 6 shown in Figure 1 , Figure 2 , Figure 5 , Figure 6 , the flight suit 2 includes a vest 202, a back airbag 201 installed on the back of the vest 202, and a chest and abdomen airbag 203 installed on the front of the vest 202. Specifically, the vest 202 can be a skeleton vest or an airbag and airway support skeleton on the main body of the flight suit 2. Each airbag is connected to a gas generator 200 through a pipeline. The gas generator 200 is installed on the vest 202 or the aircraft, and the gas generator 200 is provided with a trigger switch for inflating each airbag. The trigger switch here can be a manual trigger switch or an automatic switch that is automatically triggered according to a preset program during a forced landing.

[0032] When the aircraft is a backpack-type aircraft, since the main structure of the aircraft basically fits the spine, the flight suit 2 is fixed by a safety belt. As Figure 5 shown, after the back airbag 201 is inflated and deployed, it forms an air cushion filled between the back of the pilot with the spine as the axis and the back plate of the aircraft. After the chest and abdomen airbag 203 is inflated and deployed, it forms several spherical or columnar airbags.

[0033] When the aircraft is a straddle-type riding aircraft / suspended aircraft with a straddle, since the pilot adopts a straddle driving method and the buttocks are not fixedly connected to the straddle, as Figure 6 shown, the system also includes an abdominal airbag 204 and a hip air cushion 205 embedded in the upper part of the straddle. The abdominal airbag 204 and the hip air cushion 205 are connected to the gas generator 200 through pipelines. After the back airbag 201 and the chest and abdomen airbag 203 are inflated and deployed, they form several spherical or columnar airbags. After the abdominal airbag 204 is inflated and deployed, it forms a spherical or columnar airbag. After the hip air cushion 205 is inflated and deployed, it forms an air cushion filled between the pilot's buttocks and the straddle.

[0034] During normal flight, the mechanical feet 3 are retracted, as Figure 1 shown; during normal landing or forced landing, the mechanical feet 3 are deployed, as Figure 2 shown.

[0035] Specifically, as Figures 7 - 10 shown, the mechanical foot 3 includes a support rod 301, a rotating rod 302 and a mounting block 303. The mounting block 303 is connected to the aircraft. One end of the rotating rod 302 is rotatably connected to the mounting block 303 or the aircraft. One end of the support rod 301 is rotatably connected to the other end of the rotating rod 302. The other end of the support rod 301 is used as a support foot. Preferably, a buffer block 304 with a honeycomb structure is installed at the other end of the support rod 301, and the material can be made of rubber material, which can compress and absorb impact energy.

[0036] When the mechanical foot 3 is in the deployed state, the other end of the rotating rod 302 is lower than one end of the rotating rod 302, and the other end of the support rod 301 faces downward, as Figure 7 and Figure 10 shown; when the mechanical foot 3 changes from the deployed state to the retracted state, the rotating rod 302 folds towards the aircraft, and the support rod 301 folds towards the rotating rod 302, as Figure 8 and Figure 9 shown.

[0037] Specifically, there are two installation methods for the mechanical foot 3: forward installation and reverse installation. As Figure 7 and Figure 8 shown is an example of forward installation. Among them, when the mechanical foot 3 is in the Figure 8 shown retracted state, after the rotating rod 302 and the support rod 301 are folded, the other end of the support rod 301 faces upward; as Figure 9 andFigure 10 An example of reverse installation is shown. Among them, when the mechanical foot 3 is in Figure 9 the retracted state shown, after the rotating rod 302 and the support rod 301 are folded, the other end of the support rod 301 faces downward.

[0038] Specifically, the implementation form of the mechanical foot 3 changing from the retracted state to the deployed state can be achieved in two ways: passive and active.

[0039] The passive method can be achieved through springs / gas springs, torsion springs, etc. When in the retracted state, as Figure 8 shown, a locking member 300 that is convenient to open or disassemble is used to maintain / fix the retracted state. When deployment is required, the locking member 300 is disassembled or pulled out to release the fixed state, and then the self-resetting characteristics of the spring / gas spring and torsion spring are used to achieve deployment. When deploying, as Figure 7 and Figure 10 shown.

[0040] One of the passive methods, as Figure 7 shown, a first torsion spring is provided at the rotational connection between one end of the rotating rod 302 and the mounting block 303, and a second torsion spring is provided at the rotational connection between one end of the support rod 301 and the other end of the rotating rod 302. Specifically, the first torsion spring can be arranged inside the mounting block 303, with one end connected to the mounting block 303 and the other end connected to the first rotating shaft. The first rotating shaft is fixedly connected to one end of the rotating rod 302 and is rotationally connected to the mounting block 303. Similarly, one end of the support rod 301 and the other end of the rotating rod 302 are rotationally connected through a second rotating shaft fixedly connected to one end of the support rod 301, and the second torsion spring is installed at the second rotating shaft. One end of the second torsion spring is connected to the rotating rod 302, and the other end is connected to the second rotating shaft. Specifically, the second torsion spring can be installed in the mounting shell provided at the end of one end of the support rod 301. When the mechanical foot 3 is in the retracted state, the first torsion spring and the second torsion spring are in a compressed state, and the mechanical foot 3 is kept in the retracted state by the locking member 300 inserted into the mounting block 303 or the aircraft, as Figure 8 shown; when the locking member 300 is separated from the mounting block 303 or the aircraft, the mechanical foot 3 changes from the retracted state to the deployed state under the action of the first torsion spring and the second torsion spring, as Figure 7 shown as the deployed state. When in the deployed state, the first torsion spring and the second torsion spring are in a natural state.

[0041] Another passive method, as Figures 8 - 10 shown, a first gas spring 305 is hinge-connected between one end of the rotating rod 302 and the mounting block 303, and a second gas spring 306 is hinge-connected between one end of the support rod 301 and the other end of the rotating rod 302. When the mechanical foot 3 is in the retracted state, as Figure 8 、 Figure 9 shown, the first gas spring 305 and the second gas spring 306 are in a compressed state; as Figure 8As shown, the mechanical foot 3 is held in the retracted state by a locking member 300 inserted into the mounting block 303 or the aircraft; when the locking member 300 disengages from the mounting block 303 or the aircraft, the mechanical foot 3 changes from the retracted state to the deployed state under the action of the first air spring 305 and the second air spring 306. When in the deployed state, as Figure 10 shown, the first air spring 305 and the second air spring 306 are in the natural state. Specifically, according to the rotational angle requirements of the support rod 301 in the forward or reverse installation cases, the positions of the first air spring 305 and the second air spring 306, as well as the positions of the hinge points connected to them, can be flexibly configured, so as to adapt to the rotational angle requirements and avoid the possible rotational interference caused by the support rod 301 and the rotating rod 302. As Figure 10 shown, the hinge point of the second air spring 306 and the support rod 301 can also be arranged on a telescopic rod 307 mounted on the support rod 301, so as to adapt to the rotational angle and avoid interference requirements through the length adjustment of the telescopic rod 307. The telescopic rod 307 is selected to be of a type that can lock the length after telescopic adjustment.

[0042] Adopting the above passive method can save the configuration of the power source and simplify the system structure. At the same time, it can reduce the mass of the aircraft, which is beneficial to better control the flight attitude. When applied to the need for landing or forced landing, the pilot can pull out the locking member 300. Specifically, the locking member 300 can be a detachable insertion connection sleeve lock / ring that can simultaneously sleeve the support rod 301 and the rotating rod 302 and be connected to the mounting block 303 or the aircraft.

[0043] The active method can be realized by configuring a power source / drive source. During specific operation, the conversion from retraction to deployment can be carried out by pressing the configured switch on the aircraft or automatically triggering the switch by a preset program.

[0044] In one of the active methods, the rotation of the rotating rod 302 relative to the mounting block 303 or the aircraft is realized by a first driving member. The first driving member is mounted on the mounting block 303 or the aircraft. Specifically, the first driving member can be a first motor, which is mounted on the mounting block 303 or the aircraft, and its output shaft is connected to a first rotating shaft mounted on the rotating rod 302. The rotating rod 302 is rotationally connected to the mounting block 303 or the aircraft through the first rotating shaft. Similarly, the rotation of the support rod 301 relative to the rotating rod 302 is realized by a second driving member. The second driving member is mounted on the rotating rod 302 or the support rod 301. Specifically, the second driving member can be a second motor, which is mounted on the rotating rod 302, and its output shaft is connected to a second rotating shaft mounted on the support rod 301. The support rod 301 is rotationally connected to the rotating rod 302 through the second rotating shaft. Among them, the first motor and the second motor can also be replaced by a first rotary cylinder and a second rotary cylinder respectively.

[0045] On this basis, in order to improve the stability of the folded state and the deployed state, a worm and worm gear structure is added. The worm is connected to the output shaft of the first motor / second motor, and the worm gear is engaged with the worm and coaxially connected to the first rotating shaft / second rotating shaft.

[0046] In another active mode, the first air spring 305 and the second air spring 306 in the other passive mode described above in this embodiment can be respectively replaced by a first linear mechanism and a second linear mechanism, and the state change is realized by the telescopic movement of a linear cylinder. The first linear mechanism and the second linear mechanism can adopt a cylinder, a hydraulic cylinder, a lead screw / electric rod.

[0047] The above are only the preferred embodiments of the present invention and do not represent the only or limit the present invention. Those skilled in the art should understand that any various changes or equivalent replacements made to the present invention without departing from the scope of the present invention all fall within the scope of protection of the present invention.

Claims

1. A landing and life-saving system adapted to a non-fully enclosed single-person aircraft, characterized in that: It comprises a helmet (1) worn on the pilot's head during use, a flight suit (2) connected to the aircraft via a safety belt and worn by the pilot, and a plurality of mechanical feet (3) installed on the aircraft; The helmet (1) comprises a shell (102) and a non-triggerable air cushion (101) embedded in the shell (102); a visible window (103) made of a transparent material is provided on the front side of the shell (102); The flight suit (2) comprises a vest (202), a back airbag (201) installed on the back of the vest (202), and a chest and abdomen airbag (203) installed on the front of the vest (202), each airbag being connected to a gas generator (200) installed on the vest (202) or an aircraft through a pipeline, and a trigger switch for inflating each airbag is provided on the gas generator (200); When the aircraft is a backpack aircraft, the back airbag (201) is inflated and expanded to form an air cushion filled between the back of the pilot with the spine as the central axis and the backboard of the aircraft, and the chest and abdomen airbags (203) are inflated and expanded to form a plurality of spherical or cylindrical airbags; When the aircraft is a riding aircraft / suspension aircraft with a straddle seat, the system further comprises a lower abdomen airbag (204) and a buttocks air cushion (205) embedded in the upper part of the straddle seat, the lower abdomen airbag (204) and the buttocks air cushion (205) are connected to the gas generator (200) via a pipeline, and the back airbag (201) and the chest and abdomen airbag (203) are inflated and expanded to form a plurality of spherical or cylindrical airbags, the lower abdomen airbag (204) is inflated and expanded to form a spherical or cylindrical airbag, and the buttocks air cushion (205) is inflated and expanded to form an air cushion filled between the pilot's buttocks and the straddle seat; The mechanical foot (3) comprises a support rod (301), a rotating rod (302) and a mounting block (303); the mounting block (303) is connected to the aircraft; one end of the rotating rod (302) is rotationally connected to the mounting block (303) or the aircraft; one end of the support rod (301) is rotationally connected to the other end of the rotating rod (302); the other end of the support rod (301) is used as a support foot; when the mechanical foot (3) is in an unfolded state, the other end of the rotating rod (302) is lower than one end of the rotating rod (302), and the other end of the support rod (301) faces downward; when the mechanical foot (3) changes from an unfolded state to a folded state, the rotating rod (302) is folded toward the aircraft, and the support rod (301) is folded toward the rotating rod (302).

2. The landing and life-saving system adapted to a non-fully-enclosed single-person aircraft according to claim 1, characterized in that: Also included is a parachute bag (4) installed on the aircraft.

3. The landing and life-saving system adapted to a non-fully-enclosed single-person aircraft according to claim 1, characterized in that: The bottom of the housing (102) is connected to a neck support (104).

4. The landing and life-saving system adapted to a non-fully-enclosed single-person aircraft according to claim 1, characterized in that: The number of mechanical feet (3) is even and they are arranged symmetrically on both sides of the aircraft.

5. The landing and life-saving system adapted to a non-fully-enclosed single-person aircraft according to claim 4, characterized in that: The number of mechanical feet (3) is 4 or 6.

6. The landing and life-saving system adapted to a non-fully-enclosed single-person aircraft according to claim 1, characterized in that: The non-triggered air cushion (101) comprises a cap-shaped air cushion for contacting the parietal bone and the frontal bone of the pilot's head, and an annular air cushion for contacting the temporal bone and the occipital bone of the pilot's head.

7. The landing and life-saving system adapted to a non-fully-enclosed single-person aircraft according to claim 1, characterized in that: A first torsion spring is provided at a rotational connection between one end of the rotating rod (302) and the mounting block (303), and a second torsion spring is provided at a rotational connection between one end of the supporting rod (301) and the other end of the rotating rod (302). When the mechanical foot (3) is in a retracted state, the first torsion spring and the second torsion spring are in a compressed state. The mechanical foot (3) is kept in the retracted state by a locking member (300) inserted in the mounting block (303) or the aircraft. When the locking member (300) is separated from the mounting block (303) or the aircraft, the mechanical foot (3) changes from the retracted state to the extended state under the action of the first torsion spring and the second torsion spring. When in the extended state, the first torsion spring and the second torsion spring are in a natural state.

8. The landing and life-saving system adapted to a non-fully-enclosed single-person aircraft according to claim 1, characterized in that: A first gas spring (305) is hingedly connected between one end of the rotating rod (302) and the mounting block (303), and a second gas spring (306) is hingedly connected between one end of the supporting rod (301) and the other end of the rotating rod (302). When the mechanical foot (3) is in a retracted state, the first gas spring (305) and the second gas spring (306) are in a compressed state. The mechanical foot (3) is kept in the retracted state by a locking member (300) inserted in the mounting block (303) or the aircraft. When the locking member (300) is separated from the mounting block (303) or the aircraft, the mechanical foot (3) changes from the retracted state to the deployed state under the action of the first gas spring (305) and the second gas spring (306). When in the deployed state, the first gas spring (305) and the second gas spring (306) are in a natural state.

9. The landing and life-saving system adapted to a non-fully-enclosed single-person aircraft according to claim 1, characterized in that: The rotation of the rotating rod (302) relative to the mounting block (303) or the aircraft is achieved through a first driving member, which is mounted on the mounting block (303) or the aircraft, and the rotation of the support rod (301) relative to the rotating rod (302) is achieved through a second driving member, which is mounted on the rotating rod (302) or the support rod (301).

10. The landing and life-saving system adapted to a non-fully-enclosed single-person aircraft according to claim 1, characterized in that: A buffer block (304) having a honeycomb structure is mounted on the other end of the support rod (301).

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