Airplane grounding protection system and control method thereof

Abstract

The invention discloses an aircraft grounding protection system and a control method thereof.The aircraft grounding protection system is applied to an aircraft and comprises a tail skid device, an indicator light module and a control module, the tail skid device is arranged on the side, facing the ground, of the tail of the aircraft, and the tail skid device can be compressed in the direction close to the tail of the aircraft; the indicator light module is arranged in the airplane; the control module is arranged in the airplane and is in communication connection with the indicator light module; wherein the control module is configured to control an indicator lamp of the indicator lamp module to be turned on or turned off based on the current compression amount of the tail skid device. By detecting the on or off of the indicating lamp of the indicating lamp module corresponding to the current compression amount of the tail skid device, the flight crew is reminded to perform corresponding operation through the on and off states of the indicating lamp, the tail of the aircraft can be prevented from rubbing the ground in the take-off and landing process, the aircraft is effectively protected, and the safety of the aircraft is improved. In addition, the tail skid device is low in maintenance cost after touching the ground for friction, and can be repeatedly used.

Description

Technical Field

[0001] This application belongs to the technical field of aircraft, and particularly relates to an aircraft touchdown protection system and a control method thereof. Background Art

[0002] When the front wheel of an aircraft is lifted too high during takeoff, or it leaves the ground at the minimum speed, or lands at a large angle of attack, the tail of the aircraft may rub against the ground, damaging the aircraft and even causing more serious accidents. Summary of the Invention

[0003] Object of the Invention: The embodiments of this application provide an aircraft touchdown protection system, aiming to solve the problem that the tail of an existing aircraft is prone to rubbing against the ground during takeoff or landing, resulting in damage to the aircraft or more serious accidents; another object of the embodiments of this application is to provide a control method for an aircraft touchdown protection system.

[0004] Technical Solution: An aircraft touchdown protection system according to an embodiment of this application is applied to an aircraft. The aircraft touchdown protection system includes:

[0005] A tail skid device, which is arranged on the side of the tail of the aircraft facing the ground, and the tail skid device can be compressed in the direction close to the tail of the aircraft;

[0006] An indicator light module, which is arranged inside the aircraft;

[0007] A control module, which is arranged inside the aircraft and is communicatively connected to the indicator light module;

[0008] Among them, the control module is configured to:

[0009] Based on the current compression amount of the tail skid device, control the indicator light of the indicator light module to turn on or off.

[0010] In some embodiments,

[0011] The indicator light module includes a first indicator light and a second indicator light, and both the first indicator light and the second indicator light are communicatively connected to the control module;

[0012] The control module is configured to:

[0013] In response to the current compression amount being less than the first preset compression amount, control the first indicator light and the second indicator light to be in the off state;

[0014] In response to the current compression amount being greater than or equal to the first preset compression amount, control the first indicator light to turn on;

[0015] In response to the current compression amount being greater than or equal to the second preset compression amount, control the second indicator light to turn on;

[0016] Among them, the first preset compression amount is less than the second preset compression amount.

[0017] In some embodiments, the aircraft touchdown protection system further includes a first acquisition module. The first acquisition module is communicatively connected to the control module and is configured to: detect the current compression amount of the tail skid device and send the current compression amount to the control module.

[0018] In some embodiments, the aircraft touchdown protection system further includes a second acquisition module. The second acquisition module is communicatively connected to the control module and is disposed at the tail of the aircraft; the second acquisition module is used to detect the current distance between the tail of the aircraft and the ground.

[0019] In some embodiments, the control module is configured to:

[0020] In response to the current compression amount being greater than or equal to a first preset compression amount and less than a second preset compression amount, and the current distance being greater than a first preset distance, control the first indicator light to turn off; or,

[0021] In response to the current compression amount being greater than or equal to the second preset compression amount and the current distance being greater than the second preset distance, control the first indicator light and the second indicator light to turn off.

[0022] In some embodiments, the tail skid device includes a buffer portion. The buffer portion is hinged to the tail of the aircraft and can be compressed in a direction close to the tail of the aircraft when the tail skid device touches the ground; the first acquisition module is disposed on the buffer portion and is configured to: determine the current compression amount of the tail skid device by detecting the compression amount of the buffer portion.

[0023] In some embodiments, the tail skid device further includes:

[0024] A ground contact portion, hinged to one end of the buffer portion away from the tail of the aircraft; the ground contact portion is used to contact the ground, and can compress the buffer portion after contacting the ground;

[0025] A connecting rod, including an opposite first end and a second end. The first end is hinged to the side of the tail of the aircraft facing the ground, and the second end is hinged to the ground contact portion; the connecting rod is disposed on the side of the buffer portion close to the head of the aircraft.

[0026] In some embodiments, the second acquisition module is disposed on the side of the buffer portion close to the head of the aircraft.

[0027] In some embodiments, the minimum distance between the second acquisition module and the ground is greater than the corresponding dimension when the buffer portion is compressed to the shortest.

[0028] In some embodiments, the first acquisition module is a unidirectional displacement sensor, the second acquisition module is a radar sensor, and the buffer portion is a hydraulic buffer.

[0029] Correspondingly, a control method for an aircraft touchdown protection system according to an embodiment of the present application. The aircraft touchdown protection system includes a tail skid device and an indicator light module. The control method includes:

[0030] Obtain the current compression amount of the tail skid device;

[0031] Based on the current compression amount, control the turning on or off of the indicator lights of the indicator light module.

[0032] In some embodiments, the aircraft touchdown protection system further includes a first acquisition module, and the first acquisition module is used to detect the current compression amount of the tail skid device;

[0033] Obtaining the current compression amount of the tail skid device includes: receiving the current compression amount sent by the first acquisition module.

[0034] In some embodiments, the indicator light module includes a first indicator light and a second indicator light; based on the current compression amount, controlling the turning on or off of the indicator lights of the indicator light module includes:

[0035] In response to the current compression amount being less than a first preset compression amount, control the first indicator light and the second indicator light to be in an off state;

[0036] In response to the current compression amount being greater than or equal to the first preset compression amount, control the first indicator light to turn on;

[0037] In response to the current compression amount being greater than or equal to a second preset compression amount, control the second indicator light to turn on;

[0038] Wherein, the first preset compression amount is less than the second preset compression amount.

[0039] In some embodiments, after controlling the turning on or off of the indicator lights of the indicator light module based on the current compression amount, it further includes:

[0040] Obtain the current distance between the tail of the aircraft and the ground;

[0041] Based on the current distance, control the indicator lights of the indicator light module to turn off.

[0042] In some embodiments, the aircraft touchdown protection system further includes a second acquisition module, and the second acquisition module is used to detect the current distance between the tail of the aircraft and the ground;

[0043] Obtaining the current distance between the tail of the aircraft and the ground includes: receiving the current distance sent by the second acquisition module;

[0044] Based on the current distance, controlling the indicator lights of the indicator light module to turn off includes:

[0045] In response to the current compression amount being greater than or equal to the first preset compression amount and less than the second preset compression amount, and the current distance being greater than the first preset distance, control the first indicator light to turn off; or,

[0046] In response to the current compression amount being greater than or equal to the second preset compression amount and the current distance being greater than the second preset distance, control the first indicator light and the second indicator light to turn off.

[0047] Beneficial effects: Compared with the prior art, an aircraft touchdown protection system according to an embodiment of the present application is applied to an aircraft. The aircraft touchdown protection system includes a tail skid device, an indicator light module, and a control module. The tail skid device is disposed on the side of the tail of the aircraft facing the ground, and the tail skid device can be compressed in a direction close to the tail of the aircraft; the indicator light module is disposed inside the aircraft; the control module is disposed inside the aircraft and is communicatively connected to the indicator light module; wherein, the control module is configured to: based on the current compression amount of the tail skid device, control the indicator light of the indicator light module to turn on or off. In the present application, by detecting the current compression amount of the tail skid device and correspondingly controlling the turning on or off of the indicator light of the indicator light module, wherein when the tail skid device is not compressed, all the indicator lights of the indicator light module are turned off, and after the tail skid device touches the ground and starts to be compressed, the indicator lights of the indicator light module are correspondingly controlled to turn on based on the current compression amount of the tail skid device. According to the on and off states of the indicator lights, the information of the tail skid device is informed to the flight crew for corresponding operations, so as to prevent the tail of the aircraft from rubbing the ground during takeoff and landing, effectively protecting the aircraft. At the same time, compared with the conventional touchdown switch sensor for detecting the touchdown signal, there is no need to replace the touchdown switch sensor, and the maintenance cost is relatively low after the tail skid device touches the ground and rubs, and it can be reused.

[0048] Compared with the prior art, a control method for an aircraft touchdown protection system according to an embodiment of the present application, the aircraft touchdown protection system includes a tail skid device and an indicator light module, and the control method includes: obtaining the current compression amount of the tail skid device; based on the current compression amount, controlling the indicator light of the indicator light module to turn on or off. The control method provided in the present application based on the aircraft touchdown protection system can correspondingly control the turning on or off of the indicator light of the indicator light module according to the current compression amount of the tail skid device, so as to remind the flight crew to perform corresponding operations according to the on and off states of the indicator lights, effectively protecting the aircraft from the tail touching the ground. And directly judging based on the compression amount of the tail skid device can avoid directly obtaining the touchdown signal using a touchdown sensor, can realize continuous monitoring, and thus can realize real-time adjustment, effectively protecting the aircraft touchdown protection system, and can realize the reuse of the aircraft touchdown protection system. Description of the Drawings

[0049] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those skilled in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0050] Figure 1 is a schematic diagram of the overall structure of an aircraft touchdown protection system according to an embodiment of the present application;

[0051] Figure 2 is a schematic block diagram of the structure of an aircraft touchdown protection system according to an embodiment of the present application;

[0052] Figure 3 is a flowchart of a control method for an aircraft touchdown protection system according to an embodiment of the present application;

[0053] Figure 4 is a further flowchart of a control method for an aircraft touchdown protection system according to an embodiment of the present application;

[0054] Figure 5 is a flowchart of the indicator light state control of a control method for an aircraft touchdown protection system according to an embodiment of the present application.

[0055] Explanation of reference numerals:

[0056] 100, tail skid device; 110, buffer part; 120, ground contact part; 130, connecting rod; 131, first end; 132, second end; 200, indicator light module; 210, first indicator light; 220, second indicator light; 300, control module; 400, first acquisition module; 500, second acquisition module; 600, ground; 700, aircraft. Detailed implementation manners

[0057] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of protection of the present application.

[0058] In the description of the present application, it should be understood that the terms "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "multiple" means two or more, and at least one means one, two or more, unless otherwise clearly and specifically defined. In the description of this application, "vertical" means completely vertical at 90° or almost completely vertical, for example, an angle within the range of 80° to 100° is considered vertical. Similarly, "parallel" means completely parallel or almost completely parallel, for example, an angle within 10° of completely parallel is considered parallel.

[0059] In the related art, when the crew performs takeoff and landing operations of the aircraft 700, they need to control the tilting angle of the aircraft 700, so as to prevent the wear of the aircraft 700 caused by the tail of the aircraft 700 rubbing against the ground as much as possible. For some extended aircraft 700, at the same tilting angle, the farther the main takeoff is from the tail, the easier it is to hit the tail. Therefore, under normal route operation, the tail of the fuselage may also hit the ground, which may cause a bad passenger experience or cause structural damage to the aircraft 700, affecting flight safety.

[0060] In view of this, in order to reduce flight risks and effectively alleviate the crew's operating burden, an embodiment of the present application provides an aircraft touchdown protection system and a control method thereof, which can provide the crew with an indication of the touchdown status of the aircraft 700.

[0061] Please refer to Figure 1 and Figure 2 The embodiment of the present application provides an aircraft ground touchdown protection system, which is applied to an aircraft 700. The aircraft ground touchdown protection system includes a tail skid device 100, an indicator light module 200, and a control module 300. The tail skid device 100 is disposed on the side of the tail of the aircraft 700 facing the ground 600, and the tail skid device 100 can be compressed in a direction close to the tail of the aircraft 700; the indicator light module 200 is disposed in the aircraft 700; the control module 300 is disposed in the aircraft 700 and is in communication connection with the indicator light module 200; wherein the control module 300 is configured to: based on the current compression amount of the tail skid device 100, control the indicator light of the indicator light module 200 to turn on or off.

[0062] In the embodiment of the present application, by detecting the current compression amount of the tail skid device 100 and correspondingly controlling the turning on or off of the indicator lights of the indicator light module 200, when the tail skid device 100 is not compressed, all the indicator lights of the indicator light module 200 are turned off, and after the tail skid device 100 touches the ground and starts to compress, the indicator lights of the indicator light module 200 are correspondingly controlled to be turned on based on the current compression amount of the tail skid device 100. According to the on and off states of the indicator lights, the ground rubbing information of the tail skid device 100 is notified to the crew members so that corresponding operations can be performed, thereby preventing the tail of the aircraft 700 from rubbing the ground during take-off and landing, and effectively protecting the aircraft 700. Meanwhile, compared with the conventional ground contact switch sensor detecting the ground contact signal, there is no need to replace the ground contact switch sensor, and the maintenance cost of the tail skid device 100 after ground contact and friction is low, and it can be reused.

[0063] In the embodiment of the present application, the tail skid device 100 is usually arranged on the side of the tail of the aircraft 700 facing the ground 600, and is used to prevent the tail of the aircraft 700 from rubbing against the ground and being damaged. Specifically, during the take-off or landing process of the aircraft 700, especially the aircraft 700 with a front three-point landing gear, the tail of the aircraft may contact the runway due to reasons such as too fast wheel rotation speed, abnormal airflow, wrong center of gravity balance, and too large pitch angle. The tail skid device 100 is located below the tail of the aircraft 700. When this happens, it will first contact the runway, withstand friction and impact force, and prevent important components such as the fuselage skin and structure of the tail of the aircraft 700 from directly rubbing against the runway, thereby protecting the tail structure of the aircraft 700 from damage.

[0064] The tail skid device 100 of the embodiment of the present application can be compressed in a direction close to the tail of the aircraft 700. When the aircraft 700 collides with the ground 600 of the runway, the tail skid device 100 can absorb and dissipate a portion of the impact energy through its own compression, thereby reducing the impact force transmitted to the body of the aircraft 700, reducing the impact on the overall structure and internal equipment of the aircraft 700, and ensuring the structural integrity and flight safety of the aircraft 700.

[0065] In addition, the tail skid device 100 itself is relatively independent and easy to replace. When it rubs against or collides with the runway, it is much simpler and less costly to inspect and replace the tail skid device 100 than to inspect and repair the main structure of the tail of the aircraft 700. If the tail skid device 100 is worn or damaged, usually only the relevant parts of the tail skid need to be replaced, and there is no need to perform large-scale repairs on the entire tail of the aircraft 700, which helps to improve the maintenance efficiency of the aircraft 700 and reduce maintenance costs.

[0066] Therefore, the aircraft touchdown protection system of the present application is configured based on the tail skid device 100 and can effectively protect the safety of the aircraft 700 .

[0067] In the embodiment of the present application, in addition to setting the tail skid device 100 as basic protection, a control module 300 and an indicator light module 200 are also provided. The control module 300 obtains the current compression amount of the tail skid device 100, and controls the on state of the indicator light module 200 according to the current compression amount of the tail skid device 100, so as to be able to remind the crew to adjust the operation in real time, further protect the tail of the aircraft 700 and the tail skid device 100, and also be able to reduce the possibility of wear and damage of the tail skid device 100, and realize the reuse of the tail skid device 100.

[0068] It should be noted that the control module 300 can correspondingly send an instruction to the indicator light module 200 after receiving the current compression amount of the tail skid device 100 to control the on and off of the indicator lights of the indicator light module 200.

[0069] In some embodiments, the indicator light module 200 includes a first indicator light 210 and a second indicator light 220, and both the first indicator light 210 and the second indicator light 220 are communicatively connected to the control module 300; the control module 300 is configured to: in response to the current compression amount being less than the first preset compression amount, control the first indicator light 210 and the second indicator light 220 to be in the off state; in response to the current compression amount being greater than or equal to the first preset compression amount, control the first indicator light 210 to turn on; in response to the current compression amount being greater than or equal to the second preset compression amount, control the second indicator light 220 to turn on; wherein, the first preset compression amount is less than the second preset compression amount.

[0070] In the embodiment of the present application, by setting the indicator light module 200 to include a first indicator light 210 and a second indicator light 220, at this time, the two indicator lights can emit different colors of light respectively. For example, the first indicator light 210 is a green light and the second indicator light 220 is a red light. In this way, different information can be reminded to the crew through the difference in the colors of the first indicator light 210 and the second indicator light 220. For example, only the first indicator light 210 (green light) is on, indicating that the tail skid device 100 is in the grounded state, and at this time, it has not entered an emergency state and is relatively safe. When the second indicator light 220 (red light) has a higher warning level, it indicates that the tail skid device 100 has been compressed to the bottom, and the pilot needs to avoid further raising the nose of the aircraft 700.

[0071] Specifically, the on-off states of the first indicator light 210 and the second indicator light 220 in the embodiments of the present application are closely related to the current compression amount of the tail skid device 100. Set the first preset compression amount as the current compression amount of the tail skid device 100 at the moment when the tail skid device 100 touches the ground. The second preset compression amount is greater than the first preset compression amount, and at the same time, the second preset compression amount is less than the current compression amount when the tail skid device 100 is compressed to the bottom. Therefore, the control logic for the on-off states of the first indicator light 210 and the second indicator light 220 can be as follows: when the tail skid device 100 is not compressed, at this time, the tail skid device 100 does not generate a compression amount, so both the first indicator light 210 and the second indicator light 220 are in the off state; when the tail skid device 100 touches the ground, and there will be a gradual compression process after the tail skid device 100 touches the ground. At this time, the current compression amount of the tail skid device 100 is greater than or equal to the first preset compression amount, and the control module 300 controls the first indicator light 210 to turn on, and the second indicator light 220 is still in the off state; when the tail skid device 100 is gradually compressed until its current compression amount is greater than or equal to the second preset compression amount, at this time, the second indicator light 220 is controlled to turn on. Therefore, the above control logic is specifically that when the first indicator light 210 is turned on and lit (at this time, the second indicator light 220 is still in the off state), it can remind the crew that the tail skid device 100 has started to touch the ground, and remind the crew to make corresponding adjustments to reduce the compression of the tail skid device 100. When the second indicator light 220 is turned on and lit, it means that the tail skid device 100 has been compressed to the upper limit value, reminding the crew to make adjustments to reduce the further ground contact of the tail skid device 100 and the resulting damage to the aircraft 700, such as by reducing the nose-up angle of the aircraft 700.

[0072] It should be noted that during the takeoff and landing process of the aircraft 700, the aircraft 700 is in a moving state. Due to vibration, gravity, speed, etc., there will be a certain amount of compression error in the tail skid device 100, that is, there will be some compression amount even when the tail skid device 100 does not touch the ground. Therefore, in order to avoid the influence of this hidden error, set the first preset compression amount as the compression amount of the tail skid device 100 when the tail skid device 100 touches the ground, and at this time, the first preset compression amount is greater than zero. Preferably, the first preset compression amount can be any one of 1mm, 2mm, 3mm, 4mm, 5mm or the range value between any two of them. Since when the current compression amount of the tail skid device 100 reaches the second preset compression amount, considering the reaction time of the crew, it is necessary to reserve some compression amount between the second preset compression amount and the time when the tail skid device 100 is compressed to the bottom (that is, the tail skid device 100 reaches the maximum compression amount) for the tail skid device 100, so as to provide the crew with time for adjustment and reaction, so as to further protect the aircraft 700 and prevent the tail of the aircraft 700 from touching the ground and rubbing.

[0073] It should also be noted that the compression amount reserved to provide reaction time for the crew can be adjusted according to actual requirements. It is aimed at protecting the safety of the aircraft 700 and reducing the possibility of the tail of the aircraft 700 touching the ground.

[0074] In some embodiments, the aircraft touchdown protection system further includes a first acquisition module 400. The first acquisition module 400 is communicatively connected to the control module 300. The first acquisition module 400 is configured to: detect the current compression amount of the skid device 100 and send the current compression amount to the control module 300.

[0075] In the embodiments of the present application, by setting the first acquisition module 400, the first acquisition module 400 is used to detect the current compression amount of the skid device 100 in real time and send the current compression amount to the control module 300, so that the control module 300 can obtain the current compression amount of the skid device 100 in real time, and thus can timely control the on-off states of the indicator lights of the indicator light module 200 to achieve the purpose of timely reminding the crew to make adjustments.

[0076] It should be noted that the first acquisition module 400 of the present application is preferably arranged on the side of the skid device 100, so as to prevent the first acquisition module 400 from contacting the ground 600 and being worn and damaged when the skid device 100 touches the ground, so that the first acquisition module 400 can be reused, effectively reducing the maintenance cost of the aircraft touchdown protection system.

[0077] In some embodiments, the aircraft touchdown protection system further includes a second acquisition module 500. The second acquisition module 500 is communicatively connected to the control module 300. The second acquisition module 500 is arranged at the tail of the aircraft 700; the second acquisition module 500 is used to detect the current distance between the tail of the aircraft 700 and the ground 600.

[0078] In the embodiments of the present application, by arranging the second acquisition module 500 on the side of the tail of the aircraft 700 facing the ground 600, the distance between the tail of the aircraft 700 and the ground 600 can be monitored in real time. The second acquisition module 500 is communicatively connected to the control module 300 and can transmit the current distance to the control module 300. The control module 300 controls whether all the indicator lights of the indicator light module 200 are turned off according to the current distance.

[0079] It should be noted that the present application sets the second acquisition module 500 to collect the distance between the tail of the aircraft 700 and the ground 600. At this time, the indicator lights of the indicator light module 200 can be correspondingly turned off after the aircraft 700 takes off, so as to avoid the indicator lights of the indicator light module 200 interfering with the pilot during the flight of the aircraft 700.

[0080] Specifically, in some embodiments, the control module 300 is configured to:

[0081] In response to the current compression amount being greater than or equal to the first preset compression amount and less than the second preset compression amount, and the current distance being greater than the first preset distance, control the first indicator light 210 to turn off; or,

[0082] In response to the current compression amount being greater than or equal to the second preset compression amount, and the current distance being greater than the second preset distance, control the first indicator light 210 and the second indicator light 220 to turn off.

[0083] In the embodiment of the present application, the second acquisition module 500 is used to acquire the current distance between the tail of the aircraft 700 and the ground 600. Among them, when the skid device 100 touches the ground and is in a compressed state, the first indicator light 210 and the second indicator light 220 need to be correspondingly lit to remind the crew. When the skid device 100 finishes skidding on the ground and leaves the ground 600, the first indicator light 210 and the second indicator light 220 can be controlled to turn off, ending the ground contact protection of the aircraft ground contact protection system, and avoiding interference to the crew caused by the first indicator light 210 and the second indicator light 220 being in the lit state. The first acquisition module 400 is used to acquire the current compression amount of the skid device 100, and the second acquisition module 500 is used to acquire the current distance between the tail of the aircraft 700 and the ground 600 (specifically, it can be the distance between the second acquisition module 500 and the location), and the two cooperate to control the on / off of the indicator lights of the indicator light module 200.

[0084] It should be noted that during the takeoff or landing of the aircraft 700, the skid can be in different compressed states. For example, there can be the following states: the first state: the skid device 100 is not compressed; the second state: the skid device 100 is compressed but not to the bottom; the third state: the skid device 100 is compressed to the bottom. When the skid device 100 is in the first state, both the first indicator light 210 and the second indicator light 220 are not turned on, so there is no need to control the indicator lights to turn off after the takeoff or landing of the aircraft 700. When the skid device 100 is in the second state, the first indicator light 210 is turned on, but the second indicator light 220 is not turned on. Therefore, after the takeoff or landing of the aircraft 700, the first indicator light 210 needs to be turned off. When the skid is in the third state, the first indicator light 210 is turned on and the second indicator light 220 is turned on. Therefore, after the takeoff or landing of the aircraft 700, the first indicator light 210 and the second indicator light 220 need to be turned off.

[0085] It can be understood that in response to the current compression amount being greater than or equal to the first preset compression amount and less than the second preset compression amount, and the current distance being greater than the first preset distance, the first indicator light 210 is controlled to turn off. At this time, it corresponds to the skid device 100 being in the second state when the aircraft 700 takes off or lands. Therefore, the first preset distance can be the distance between the second acquisition module 500 and the ground 600 when the current compression amount is less than or equal to the first preset compression amount. Specifically, the first preset distance can be selected as the distance between the second acquisition module 500 and the ground 600 when the current compression amount is equal to the first preset compression amount.

[0086] It can also be understood that in response to the current compression amount being greater than or equal to the second preset compression amount and the current distance being greater than the second preset distance, the first indicator light 210 and the second indicator light 220 are controlled to turn off. At this time, it corresponds to the skid device 100 being in the third state when the aircraft 700 takes off or lands. Therefore, the second preset distance can be the distance between the second acquisition module 500 and the ground 600 when the current compression amount is less than or equal to the second preset compression amount. Specifically, the second preset distance can be selected as the distance between the second acquisition module 500 and the ground 600 when the current compression amount is equal to the second preset compression amount.

[0087] In some embodiments, the skid device 100 includes a buffer portion 110. The buffer portion 110 is hinged to the tail of the aircraft 700 and can be compressed in the direction close to the tail of the aircraft 700 when the skid device 100 touches the ground. The first acquisition module 400 is disposed on the buffer portion 110 and is configured to determine the current compression amount of the skid device 100 by detecting the compression amount of the buffer portion 110.

[0088] In the embodiments of the present application, the skid device 100 can be compressed by using the buffer portion 110, so as to realize the overall compression and energy absorption of the skid device 100. Among them, the first acquisition module 400 is disposed on the buffer portion 110, so that it can not only effectively monitor the compression amount of the buffer portion 110 to obtain the compression amount of the skid device 100, but also effectively protect the first acquisition module 400 to prevent the first acquisition module 400 from contacting the ground 600 and rubbing the ground, resulting in damage.

[0089] In some embodiments, the tail skid device 100 further includes a ground contact portion 120 and a connecting rod 130. The ground contact portion 120 is hinged to an end of the buffer portion 110 away from the tail of the aircraft 700. The ground contact portion 120 is configured to contact the ground 600, and after contacting the ground 600, it can squeeze the buffer portion 110 to compress. The connecting rod 130 includes an opposite first end 131 and second end 132. The first end 131 is hinged to a side of the tail of the aircraft 700 facing the ground 600, and the second end 132 is hinged to the ground contact portion 120. The connecting rod 130 is disposed on a side of the buffer portion 110 close to the head of the aircraft 700. Additionally, when the ground contact portion 120 contacts the ground 600, it can protect the first acquisition module 400 of the buffer portion 110 from being damaged by friction, reducing subsequent maintenance costs.

[0090] In the embodiments of the present application, by sequentially hinging the connecting rod 130, the ground contact portion 120, and the buffer portion 110, the tail skid device 100 can form a relatively stable structure that can be deformed and compressed and can also restrain each other.

[0091] In some embodiments, the second acquisition module 500 is disposed on a side of the buffer portion 110 close to the head of the aircraft 700.

[0092] In the embodiments of the present application, with the support of the buffer portion 110, the tail skid device 100 approximately forms a triangular structure. The buffer portion 110 is a vertical side. Since the aircraft 700 tilts and raises its head when the tail skid device 100 touches the ground, by disposing the second acquisition module 500 on a side of the buffer portion 110 close to the head of the aircraft 700, it can effectively protect the second acquisition module 500 from contacting the ground 600, realizing the reuse of the second acquisition module 500.

[0093] In some embodiments, the minimum distance between the second acquisition module 500 and the ground 600 is greater than the size when the buffer portion 110 is compressed to the shortest. At this time, the possibility of the second acquisition module 500 touching the ground can be further reduced.

[0094] In some embodiments, the first acquisition module 400 is a one-way displacement sensor, the second acquisition module 500 is a radar sensor, and the buffer portion 110 is a hydraulic buffer.

[0095] In the embodiments of the present application, the first acquisition module 400 is set as a unidirectional displacement sensor, which can only detect the compression amount of the tail skid device 100 during the process of gradually compressing from the initial uncompressed state, so as to achieve the accuracy of the current compression amount acquisition and avoid information interference caused by bidirectional displacement acquisition. Further, the first acquisition module 400 can be a unidirectional wire-pulling displacement sensor, which can detect the compression amount of the buffer part 110 more accurately at this time. The second acquisition module 500 is preferably a radar sensor, which has a relatively long operating distance, can detect the distance between the tail of the aircraft 700 and the ground 600 in real time, and has a high measurement accuracy. The buffer part 110 can be an oil hydraulic buffer, which has high energy absorption ability and a relatively stable buffering process, reduces vibration, so that the current compression amount detected by the first acquisition module 400 can be more accurate and the fluctuation error is small. At the same time, the oil hydraulic buffer has high reliability and is convenient for maintenance.

[0096] Correspondingly, as Figure 3 shown, a control method of an aircraft touchdown protection system according to an embodiment of the present application, the aircraft touchdown protection system includes a tail skid device 100 and an indicator light module 200, and the control method includes:

[0097] S100: Obtain the current compression amount of the tail skid device 100;

[0098] S200: Based on the current compression amount, control the turning on or off of the indicator lights of the indicator light module 200.

[0099] The control method provided by the present application based on the aircraft touchdown protection system can correspondingly control the turning on or off of the indicator lights of the indicator light module 200 according to the current compression amount of the tail skid device 100, so as to remind the crew to perform corresponding operations according to the on / off state of the indicator lights, effectively protect the aircraft 700 from the tail of the aircraft 700 touching the ground, and directly judge based on the compression amount of the tail skid device 100, which can avoid directly obtaining the touchdown signal by using a touchdown sensor, can achieve continuous monitoring, and thus can achieve real-time adjustment, effectively protect the aircraft touchdown protection system, and can achieve the reuse of the aircraft touchdown protection system.

[0100] In some embodiments, the aircraft touchdown protection system further includes a first acquisition module 400, and the first acquisition module 400 is used to detect the current compression amount of the tail skid device 100. S100: Obtain the current compression amount of the tail skid device 100, including: receiving the current compression amount sent by the first acquisition module 400.

[0101] In an embodiment of the present application, by setting the first acquisition module 400, the first acquisition module 400 is used to detect the current compression amount of the tail skid device 100 in real time, and send the current compression amount to the control module 300, so that the control module 300 can obtain the current compression amount of the tail skid device 100 in real time, and thus can timely control the on / off states of the indicators of the indicator light module 200, so as to achieve the purpose of timely reminding the crew to make adjustments.

[0102] Please refer to Figure 2 and Figure 5 , in some embodiments, the indicator light module 200 includes a first indicator light 210 and a second indicator light 220. S200: Based on the current compression amount, controlling the turning on or off of the indicator lights of the indicator light module 200 includes the following steps:

[0103] S210: In response to the current compression amount being less than the first preset compression amount, control the first indicator light 210 and the second indicator light 220 to be in the off state;

[0104] S220: In response to the current compression amount being greater than or equal to the first preset compression amount, control the first indicator light 210 to turn on;

[0105] S230: In response to the current compression amount being greater than or equal to the second preset compression amount, control the second indicator light 220 to turn on;

[0106] Wherein, the first preset compression amount is less than the second preset compression amount.

[0107] In an embodiment of the present application, by setting the indicator light module 200 to include a first indicator light 210 and a second indicator light 220, at this time, the two indicator lights can emit different colors of light respectively. For example, the first indicator light 210 is a green light and the second indicator light 220 is a red light. In this way, through the difference in the colors of the first indicator light 210 and the second indicator light 220, different information can be reminded to the crew.

[0108] Specifically, the on-off states of the first indicator light 210 and the second indicator light 220 in the embodiments of the present application are closely related to the current compression amount of the tail skid device 100. Set the first preset compression amount as the current compression amount of the tail skid device 100 at the moment when the tail skid device 100 touches the ground. The second preset compression amount is greater than the first preset compression amount, and at the same time, the second preset compression amount is less than the current compression amount when the tail skid device 100 is compressed to the bottom. Therefore, the control logic of the on-off states of the first indicator light 210 and the second indicator light 220 can be that when the tail skid device 100 is not compressed, at this time, the tail skid device 100 does not generate a compression amount, so both the first indicator light 210 and the second indicator light 220 are in the off state; when the tail skid device 100 touches the ground, and there is a gradual compression process after the tail skid device 100 touches the ground, at this time, the current compression amount of the tail skid device 100 is greater than or equal to the first preset compression amount, and the control module 300 controls the first indicator light 210 to turn on, and the second indicator light 220 is still in the off state; when the tail skid device 100 is gradually compressed until its current compression amount is greater than or equal to the second preset compression amount, at this time, the second indicator light 220 is controlled to turn on. Therefore, the above control logic is specifically that when the first indicator light 210 is turned on and lit (at this time, the second indicator light 220 is still in the off state), it can remind the crew that the tail skid device 100 has started to touch the ground, and remind the crew to make corresponding adjustments to reduce the compression of the tail skid device 100. When the second indicator light 220 is turned on and lit, it means that the tail skid device 100 has been compressed to the upper limit value at this time, reminding the crew to make adjustments to reduce the further ground contact of the tail skid device 100 and the resulting damage to the aircraft 700, such as by reducing the nose-up angle of the aircraft 700.

[0109] It should be noted that only when the first indicator light 210 is turned on and lit, the current compression amount of the tail skid device 100 is greater than or equal to the first preset compression amount and less than the second preset compression amount. When the compression amount of the tail skid device 100 is greater than or equal to the second preset compression amount, the second indicator light 220 is correspondingly turned on.

[0110] As Figure 4 shown, in some embodiments, after controlling the on or off of the indicator lights of the indicator light module 200 based on the current compression amount, it further includes:

[0111] S300: Obtain the current distance between the tail of the aircraft 700 and the ground 600;

[0112] S400: Based on the current distance, control the indicator lights of the indicator light module 200 to turn off.

[0113] In the embodiment of the present application, during the takeoff and landing of the aircraft 700, after the tail skid device 100 touches the ground and compresses, the crew operates under the reminder of the sequential lighting of the first indicator light 210 and the second indicator light 220 to achieve the touchdown protection of the aircraft 700, so as to avoid the tail of the aircraft 700 from touching the ground. Then, the aircraft 700 can complete takeoff or landing smoothly. At this time, the tail skid device 100 leaves the ground 600, ending the ground contact. In order to avoid interference to the crew caused by the indicator lights, by obtaining the current distance between the tail of the aircraft 700 and the ground 600, the indicator lights of the indicator light module 200 are further controlled to turn off, realizing the temporary suspension of the warning work of the aircraft touchdown protection system.

[0114] Please refer to Figure 1 , Figure 2 and Figure 5 . In some embodiments, the aircraft touchdown protection system further includes a second acquisition module 500, and the second acquisition module 500 is used to detect the current distance between the tail of the aircraft 700 and the ground 600. Obtaining the current distance between the tail of the aircraft 700 and the ground 600 includes: receiving the current distance sent by the second acquisition module 500. Based on the current distance, controlling the indicator lights of the indicator light module 200 to turn off includes: in response to the current compression amount being greater than or equal to the first preset compression amount and less than the second preset compression amount, and the current distance being greater than the first preset distance, controlling the first indicator light 210 to turn off; or, in response to the current compression amount being greater than or equal to the second preset compression amount, and the current distance being greater than the second preset distance, controlling the first indicator light 210 and the second indicator light 220 to turn off.

[0115] In the embodiment of the present application, by arranging the second acquisition module 500 on the side of the tail of the aircraft 700 facing the ground 600, the distance between the tail of the aircraft 700 and the ground 600 can be monitored in real time. The second acquisition module 500 is communicatively connected to the control module 300 and can transmit the current distance to the control module 300, and the control module 300 controls whether all the indicator lights of the indicator light module 200 are turned off according to the current distance.

[0116] In the embodiment of the present application, the second acquisition module 500 acquires the current distance between the tail of the aircraft 700 and the ground 600. Among them, when the tail skid device 100 touches the ground and is in a compressed state, the first indicator light 210 and / or the second indicator light 220 need to be correspondingly lit to remind the crew. When the tail skid device 100 also ends the ground contact and leaves the ground 600, the first indicator light 210 and the second indicator light 220 can be controlled to turn off, ending the touchdown protection of the aircraft touchdown protection system, and avoiding interference to the crew caused by the first indicator light 210 and the second indicator light 220 being in a lit state.

[0117] It should be noted that during the takeoff or landing of the aircraft 700, the tail skid can be in different compression states. For example, there can be the following states: First state: The tail skid device 100 is not compressed; Second state: The tail skid device 100 is compressed but not fully compressed; Third state: The tail skid device 100 is fully compressed. When the tail skid device 100 is in the first state, both the first indicator light 210 and the second indicator light 220 are not turned on, so there is no need to control the indicator lights to turn off after the aircraft 700 takes off or lands. When the tail skid device 100 is in the second state, the first indicator light 210 is turned on, but the second indicator light 220 is not turned on. Therefore, after the aircraft 700 takes off or lands, it is necessary to turn off the first indicator light 210. When the tail skid is in the third state, the first indicator light 210 is turned on and the second indicator light 220 is turned on. Therefore, after the aircraft 700 takes off or lands, it is necessary to turn off the first indicator light 210 and the second indicator light 220.

[0118] It can be understood that in response to the current compression amount being greater than or less than the first preset compression amount and less than the second preset compression amount, and the current distance being greater than the first preset distance, the first indicator light 210 is controlled to turn off. At this time, it corresponds to the second state of the tail skid device 100 when the aircraft 700 takes off or lands. Therefore, the first preset distance can be the distance between the second acquisition module 500 and the ground 600 when the current compression amount is less than or equal to the first preset compression amount. Specifically, the first preset distance can be selected as the distance between the second acquisition module 500 and the ground 600 when the current compression amount is equal to the first preset compression amount.

[0119] It can also be understood that in response to the current compression amount being greater than or equal to the second preset compression amount and the current distance being greater than the second preset distance, the first indicator light 210 and the second indicator light 220 are controlled to turn off. At this time, it corresponds to the third state of the tail skid device 100 when the aircraft 700 takes off or lands. Therefore, the second preset distance can be the distance between the second acquisition module 500 and the ground 600 when the current compression amount is less than or equal to the second preset compression amount. Specifically, the second preset distance can be selected as the distance between the second acquisition module 500 and the ground 600 when the current compression amount is equal to the second preset compression amount.

[0120] In the above embodiments, the descriptions of each embodiment have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0121] The above has introduced in detail an aircraft touchdown protection system and its control method provided by the embodiments of the present application, and specific examples have been used to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the technical solution and its core idea of the present application; those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An aircraft touchdown protection system, characterized in that, Applied to an aircraft, the aircraft touchdown protection system includes: A tail skid device, disposed on the side of the tail of the aircraft facing the ground, and the tail skid device can be compressed in a direction close to the tail of the aircraft; An indicator light module, disposed inside the aircraft; A control module, disposed inside the aircraft and communicatively connected to the indicator light module; Wherein, the control module is configured to: Based on the current compression amount of the tail skid device, control the indicator light of the indicator light module to turn on or off.

2. The aircraft touchdown protection system according to claim 1, wherein The indicator light module includes a first indicator light and a second indicator light, and both the first indicator light and the second indicator light are communicatively connected to the control module; The control module is configured to: In response to the current compression amount being less than a first preset compression amount, control the first indicator light and the second indicator light to be in an off state; In response to the current compression amount being greater than or equal to the first preset compression amount, control the first indicator light to turn on; In response to the current compression amount being greater than or equal to a second preset compression amount, control the second indicator light to turn on; wherein, the first preset compression amount is less than the second preset compression amount.

3. The aircraft touchdown protection system according to claim 2, characterized in that, The aircraft touchdown protection system further includes a first acquisition module, the first acquisition module is communicatively connected to the control module, and the first acquisition module is configured to: detect the current compression amount of the tail skid device and send the current compression amount to the control module.

4. The aircraft touchdown protection system according to claim 3, characterized in that, The aircraft touchdown protection system further includes a second acquisition module, the second acquisition module is communicatively connected to the control module, and the second acquisition module is disposed at the tail of the aircraft; the second acquisition module is used to detect the current distance between the tail of the aircraft and the ground.

5. The aircraft touchdown protection system according to claim 4, wherein, The control module is configured to: In response to the current compression amount being greater than or equal to the first preset compression amount and less than the second preset compression amount, and the current distance being greater than a first preset distance, control the first indicator light to turn off; Or, In response to the current compression amount being greater than or equal to the second preset compression amount, and the current distance being greater than a second preset distance, control the first indicator light and the second indicator light to turn off.

6. The aircraft touchdown protection system according to claim 4, wherein, The tail skid device includes a buffer portion, the buffer portion is hinged to the tail of the aircraft and can be compressed in a direction close to the tail of the aircraft when the tail skid device touches the ground; the first acquisition module is disposed on the buffer portion, and the first acquisition module is configured to: determine the current compression amount of the tail skid device by detecting the compression amount of the buffer portion.

7. The aircraft touchdown protection system according to claim 6, characterized in that, The tail skid device further includes: A ground contact portion, hinged to an end of the buffer portion away from the tail of the aircraft; the ground contact portion is used to contact the ground, and after the ground contact portion contacts the ground, it can squeeze the buffer portion to compress; A connecting rod, including a first end and a second end opposite to each other, the first end is hinged to the side of the tail of the aircraft facing the ground, and the second end is hinged to the ground contact portion; the connecting rod is disposed on a side of the buffer portion close to the head of the aircraft.

8. The aircraft touchdown protection system according to claim 6, wherein The second acquisition module is arranged on one side of the buffer part close to the head of the aircraft.

9. The aircraft touchdown protection system according to claim 8, characterized in that, The minimum distance between the second acquisition module and the ground is greater than the corresponding dimension when the buffer part is compressed to the shortest.

10. The aircraft touchdown protection system according to claim 6, characterized in that, The first acquisition module is a unidirectional displacement sensor, the second acquisition module is a radar sensor, and the buffer part is a hydraulic buffer.

11. A control method for an aircraft touchdown protection system, characterized in that, The aircraft touchdown protection system includes a tail skid device and an indicator light module, and the control method includes: Obtain the current compression amount of the tail skid device; Based on the current compression amount, control the turning on or off of the indicator lights of the indicator light module.

12. The control method of the aircraft touchdown protection system according to claim 11, characterized in that, The aircraft touchdown protection system further includes a first acquisition module, and the first acquisition module is used to detect the compression amount of the tail skid device; The obtaining of the compression amount of the tail skid device includes: receiving the current compression amount sent by the first acquisition module.

13. The control method of the aircraft touchdown protection system according to claim 11, characterized in that, The indicator light module includes a first indicator light and a second indicator light; the controlling the turning on or off of the indicator lights of the indicator light module based on the current compression amount includes: In response to the current compression amount being less than a first preset compression amount, control the first indicator light and the second indicator light to be in the off state; In response to the current compression amount being greater than or equal to the first preset compression amount, control the first indicator light to turn on; In response to the current compression amount being greater than or equal to a second preset compression amount, control the second indicator light to turn on; Wherein, the first preset compression amount is less than the second preset compression amount.

14. The control method of the aircraft touchdown protection system according to claim 13, characterized in that, After controlling the turning on or off of the indicator lights of the indicator light module based on the current compression amount, it further includes: Obtain the current distance between the tail of the aircraft and the ground; Based on the current distance, control the indicator lights of the indicator light module to turn off.

15. The control method of the aircraft touchdown protection system according to claim 14, characterized in that, The aircraft touchdown protection system further includes a second acquisition module, and the second acquisition module is used to detect the current distance between the tail of the aircraft and the ground; The obtaining of the distance between the tail of the aircraft and the ground includes: receiving the current distance sent by the second acquisition module; The controlling the indicator lights of the indicator light module to turn off based on the current distance includes: In response to the current compression amount being greater than or equal to the first preset compression amount and less than the second preset compression amount, and the current distance being greater than a first preset distance, control the first indicator light to turn off; or, In response to the current compression amount being greater than or equal to the second preset compression amount, and the current distance being greater than a second preset distance, control the first indicator light and the second indicator light to turn off.

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