Aircraft sensor device and aircraft

Abstract

The application relates to the technical field of aircrafts, and discloses an aircraft sensing device and an aircraft, which can realize self-driven sensing of the sensing device and real-time in-situ monitoring of the airflow state of the surface of the aircraft. The aircraft sensing device comprises a shell, two groups of sensing units and a limiting assembly. The sensing unit comprises a rotor, a first friction electrode, a second friction electrode and a conductive electrode. The rotor can rotate around its own axis. The first friction electrode is arranged on the rotor. The conductive electrode is arranged on the inner wall of the shell. The second friction electrode is arranged on the side of the conductive electrode facing the first friction electrode. The limiting assembly comprises a first limiting piece and a second limiting piece. The first limiting piece is used for limiting the rotation of one of the rotors around a first direction. The second limiting piece is used for limiting the rotation of the other rotor around a second direction. The directions of the first direction and the second direction are opposite. The shell is provided with an opening for communicating the inside and the outside of the shell. The two rotors are partially exposed to the opening.

Description

Technical Field

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

[0002] The atmospheric environment in which aircraft operate during flight is complex and variable. Especially when traversing areas of strong convection, they are highly susceptible to severe local wind disturbances such as downbursts. Downbursts, as short-duration, intense downdrafts, are characterized by their suddenness, small scale, and high destructiveness, making them a significant cause of flight accidents. Particularly during takeoff and landing, when aircraft fly at low altitudes and have limited maneuverability, encountering a downburst can easily lead to airflow disturbances, sudden changes in angle of attack, and even loss of lift, potentially causing loss of control or crashes. Therefore, real-time and accurate monitoring of whether an aircraft encounters a downburst during flight is of paramount safety importance.

[0003] Currently, monitoring of downbursts encountered by aircraft primarily relies on airborne Doppler radar, lidar, or ground-based radar for identification and early warning. Some systems indirectly assess wind disturbances by fusing navigation and acceleration information. However, radar equipment is bulky and power-intensive, making it difficult to integrate into small UAV platforms. Furthermore, radar equipment requires external power. In addition, existing monitoring methods are mostly indirect, failing to provide truly in-situ monitoring of airflow conditions on the aircraft's surface, leading to increased risks of delays or misjudgments. Summary of the Invention

[0004] This application provides an aircraft sensing device and an aircraft, which can not only monitor the airflow state on the surface of the aircraft in real time and in situ, but also realize the self-driven sensing of the sensing device.

[0005] In a first aspect, this application provides an aircraft sensing device, including a housing, two sets of sensing units and a limiting component, wherein the sensing units and the limiting component are both disposed inside the housing;

[0006] The sensing unit includes a rotor, a first friction electrode, a second friction electrode, and a conductive electrode. The rotor is rotatably mounted inside the housing. The first friction electrode is disposed on the side of the rotor facing the inner wall of the housing. The conductive electrode is disposed on the inner wall of the housing. The second friction electrode is disposed on the side of the conductive electrode facing the first friction electrode. When the rotor rotates relative to the housing, the first friction electrode and the second friction electrode cooperate to generate an electrical signal.

[0007] The limiting component includes a first limiting member and a second limiting member. The first limiting member is used to limit one of the rotors to rotate about a first direction, and the second limiting member is used to limit the other rotor to rotate about a second direction. The first direction and the second direction are opposite in direction.

[0008] The housing has an opening for connecting the inside of the housing with the outside, and two rotors are partially exposed to the opening, so that gas outside the housing can enter the inside of the housing through the opening and drive one of the rotors to rotate.

[0009] The aircraft sensing device provided in this application, by setting a sensing unit inside the shell, and the shell also having an opening to expose the rotor portion, allows the rotor in the sensing unit to rotate relative to the shell under the driving force of external airflow. This causes friction between the first and second friction electrodes, generating an electrical signal, thereby achieving self-driven sensing and eliminating the need for an external power supply. Two sets of sensing units are provided, with a first limiting member and a second limiting member. The first limiting member restricts one rotor from rotating around a first direction, and the second limiting member restricts the other rotor from rotating around a second direction. When the aircraft encounters a downburst during flight, one rotor rotates and generates a sensing signal upon entering the downburst region. At the center of the downburst region, neither rotor rotates. Upon leaving the downburst region, the other rotor rotates and generates a sensing signal. Therefore, the state of the airflow at the aircraft's location can be determined based on the sensing signal generated by the aircraft sensing device, allowing for timely adjustments to the flight status and ensuring flight safety.

[0010] In some possible implementations, the housing is provided with a partition to divide the interior space of the housing into two relatively independent cavities, and the two rotors are respectively disposed in the two cavities;

[0011] The housing has two openings, which are respectively connected to two cavities.

[0012] In some possible implementations, the two cavities are arranged in a direction perpendicular to the rotor axis, and each of the two cavities is provided with a first rotating shaft;

[0013] The axis of the first rotating shaft coincides with the axis of the rotor, and both ends of the first rotating shaft are fixedly connected to the housing. The rotor is connected to the first rotating shaft through bearings.

[0014] In some possible implementations, the rotor is a ratchet, the first limiting member is a ratchet tooth, and the second limiting member is a ratchet tooth.

[0015] In some possible implementations, the cavity is circular in shape, and the partition has a first mounting groove on the side facing one of the cavities and a second mounting groove on the side facing the other cavity;

[0016] The first limiting member is rotatably mounted in the first mounting groove about a first axis relative to the first mounting groove. One end of the first limiting member can extend into the cavity from the first mounting groove. When the first limiting member rotates to abut against one of the first side walls of the first mounting groove, the end of the first limiting member facing the cavity is flush with the side of one of the first side walls facing the cavity. The first axis is parallel to the axis of the rotor.

[0017] The second limiting member is rotatably mounted in the second mounting groove about the second axis relative to the second mounting groove. One end of the second limiting member can extend into the cavity from the second mounting groove. When the second limiting member rotates to abut against one of the second side walls of the second mounting groove, the end of the second limiting member facing the cavity is flush with the side of the one of the second side walls facing the cavity. The second axis is parallel to the axis of the rotor.

[0018] In some possible implementations, the dimension of the housing along the axial direction of the rotor is less than or equal to 10 mm.

[0019] In some possible implementations, the two cavities are arranged along the axial direction of the rotor, with one opening located at the top of the housing and the other opening located at the bottom of the housing.

[0020] In some possible implementations, a second rotating shaft is also included, which passes through the partition and has its two ends fixedly connected to the top and bottom of the housing, respectively, and the two rotors are respectively connected to the second rotating shaft via bearings.

[0021] In some possible implementations, there are multiple first friction electrodes, which are circumferentially disposed on the rotor about its axis of rotation; and / or

[0022] There are multiple second friction electrodes, which are arranged circumferentially around the axis of rotation of the rotor on the inner wall of the housing.

[0023] In a second aspect, this application provides an aircraft including an aircraft sensing device as described in any possible embodiment of the first aspect. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of an exploded structure of an aircraft sensing device in an embodiment of this application;

[0025] Figure 2 This is a top view of the aircraft sensing device in an embodiment of this application;

[0026] Figure 3 This is a top view of the internal structure of the aircraft sensing device in an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of the charge transfer principle of the sensing unit in an embodiment of this application;

[0028] Figure 5 This is a schematic diagram illustrating the working principle of the aircraft sensing device under downburst conditions in the embodiments of this application;

[0029] Figure 6 This is a schematic diagram of the sensing signals of the aircraft sensing device in different regions of the downburst in the embodiments of this application;

[0030] Figure 7a This is a schematic diagram of one structure of the limiting member and the rotor in an embodiment of this application;

[0031] Figure 7b This is a schematic diagram of another structure of the limiting member and the rotor in the embodiments of this application;

[0032] Figure 8 This is another structural schematic diagram of the aircraft sensing device in the embodiments of this application.

[0033] In the picture:

[0034] 100 - Housing; 101 - Opening; 110 - Top plate; 120 - Bottom plate; 130 - Side plate; 200, 200a, 200b - Sensing unit; 210 - Rotor; 220 - First friction electrode; 230 - Second friction electrode; 240 - Conductive electrode; 300 - Limiting assembly; 310 - First limiting member; 320 - Second limiting member; 400 - Partition; 410 - First mounting groove; 411 - First side wall; 420 - Second mounting groove; 421 - Second side wall; 500 - First rotating shaft; 600 - Second rotating shaft; S - Cavity. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] refer to Figure 1The aircraft sensing device in this embodiment may include a housing 100, two sets of sensing units 200, and a limiting component 300. Specifically, the housing 100 may include a top plate 110, a bottom plate 120, and a side plate 130. The top plate 110 and the bottom plate 120 are disposed opposite to each other, and the side plate 130 is connected between the top plate 110 and the bottom plate 120, so that the three components cooperate to form a housing structure with accommodating space. Both sets of sensing units 200 and the limiting component 300 are disposed inside the housing 100.

[0037] In this embodiment, the two sets of sensing units 200 are relatively independent. Each set of sensing units 200 may include a rotor 210, a first friction electrode 220, a second friction electrode 230, and a conductive electrode 240. The rotor 210 is rotatably mounted inside the housing 100 about its own axis relative to the housing 100. The axis of the rotor 210 is parallel to the arrangement direction of the top plate 110 and the bottom plate 120. The first friction electrode 220 is disposed on the side of the rotor 210 facing the inner wall of the housing 100. The second friction electrode 230 and the conductive electrode 240 are respectively disposed in a one-to-one correspondence. The conductive electrode 240 may be disposed on the inner wall of the housing 100, and the second friction electrode 230 is disposed on the side of the conductive electrode 240 facing the first friction electrode 220. The conductive electrode 240 and the second friction electrode 230 are fixedly connected.

[0038] The first friction electrode 220 is disposed on the side of the rotor 210 facing the inner wall of the housing 100. This can be understood as the first friction electrode 220 being disposed on the side of the rotor 210 facing the top plate 110, or on the side of the bottom plate 120. When the first friction electrode 220 is disposed on the side of the rotor 210 facing the bottom plate 120, the conductive electrode 240 and the second friction electrode 230 are disposed on the bottom plate 120. When the first friction electrode 220 is disposed on the side of the rotor 210 facing the top plate 110, the conductive electrode 240 and the second friction electrode 230 are disposed on the top plate 110.

[0039] Please refer to the above. Figures 1 to 3 The limiting component 300 includes a first limiting member 310 and a second limiting member 320. The first limiting member 310 can be used to limit the rotation of one rotor 210 about a first direction, and the second limiting member 320 can be used to limit the rotation of the other rotor 210 about a second direction. The first direction and the second direction are opposite in direction. For example, if the first direction is clockwise, then the second direction is counterclockwise.

[0040] The housing 100 is provided with an opening 101, through which the interior of the housing 100 communicates with the exterior of the housing 100. The two rotors 210 are respectively exposed to the opening 101, so that external gas can enter the interior of the housing 100 through the opening 101 and drive one of the rotors 210 to rotate.

[0041] When the aircraft sensing device of this embodiment is installed on an aircraft, during flight, the aircraft is affected by airflow, causing one of the rotors 210 to rotate relative to the housing 100, which in turn drives the first friction electrode 220 to rotate. Since the second friction electrode 230 remains relatively fixed to the housing 100, the first friction electrode 220 repeatedly contacts and disengages from the second friction electrode 230 during its rotation.

[0042] by Figure 1 For example, there is one first friction electrode 220 and two second friction electrodes 230, which are spaced apart. The first friction electrode 220 may be, for example, a fluorinated ethylene propylene copolymer (FEP) film, the second friction electrode 230 may be, for example, a silk fibroin (SF) film, and the conductive electrode 240 may be, for example, a copper electrode.

[0043] Based on this, refer to the following: Figure 1 and Figure 4 When the rotor 210 rotates relative to the housing 100, the first friction electrode 220 and the second friction electrode 230 come into contact. Due to the different capacities of the material surfaces for binding charges, the first friction electrode 220 more easily gains electrons and becomes negatively charged, while the second friction electrode 230 more easily loses electrons and becomes positively charged. Simultaneously, according to the principles of electrostatic induction and electrostatic balance, the conductive electrode 240 placed on the back of the second friction electrode 230 will induce a corresponding charge to achieve electrostatic balance. The two conductive electrodes 240 can be connected together via an external load. When the first friction electrode 220 moves to the other end of the second friction electrode 230, charge rearrangement occurs on the corresponding conductive electrode 240 on the back of the second friction electrode 230, transferring charge from one conductive electrode 240 to the other. Thus, during the movement of the first friction electrode 220, charge transfer occurs in the external load circuit, thereby generating a sensing signal.

[0044] When the aircraft is not equipped with the aircraft sensing device described in this embodiment, its flight behavior will differ depending on the airflow region encountered by the downburst. Specifically, upon entering the downburst region, the aircraft will encounter strong headwinds, with the airflow direction opposite to the flight direction. The relative airflow speed increases sharply, causing a temporary increase in lift, and the aircraft may experience a brief lift trend, resulting in a sudden increase in angle of attack, further interfering with lift and attitude. Subsequently, the aircraft enters the core downburst region, where the vertically downward airflow causes the aircraft to rapidly lose altitude. Simultaneously, the aircraft's lift decreases significantly, making control difficult. Later, as the aircraft leaves the downburst region, it will encounter strong tailwinds. At this point, the airflow speed relative to the aircraft decreases, causing a sharp reduction in lift and a further decrease in flight altitude.

[0045] Please refer to the above. Figure 1 , Figure 5 and Figure 6 When the aircraft sensing device in this embodiment is used to monitor when an aircraft encounters a downburst, the specific operating state of the aircraft sensing device when it encounters a downburst region during flight can be referred to as follows: First, when the aircraft enters the downburst region, sensing unit 200a starts to work under the action of the airflow and generates a sensing signal. At this time, sensing unit 200b will restrict the rotation of its rotor 210 under the limiting action of the limiting member and will not generate a sensing signal. Furthermore, as it gradually approaches the center of the airflow, the sensing signal will also show changes in frequency and amplitude due to the changes in the airflow.

[0046] As the aircraft continues its flight and enters the center region of the downburst, the downdraft can no longer drive the rotor 210 to rotate. At this time, neither sensor unit 200a nor sensor unit 200b will generate a sensing signal. However, since a sensing signal was generated previously, it is equivalent to a change in the sensing signal. Therefore, it is necessary to issue a warning about the possible encounter with the downburst.

[0047] Subsequently, as the aircraft leaves the downburst region, sensor unit 200b begins to be affected by the airflow, causing its rotor 210 to rotate and generate a sensing signal. At this time, sensor unit 200a, under the limiting action of the limiting member, restricts the rotation of its rotor 210 and does not generate a sensing signal.

[0048] In other words, when an aircraft encounters a downburst, the sensing signal undergoes a process where the signal frequency and amplitude of sensing unit 200a first increase and then decrease until it stops working. Afterward, sensing unit 200b begins to operate and generate a sensing signal. In this embodiment, the aircraft sensing device generates different sensing signals in different areas. Therefore, the generated sensing signals can be used to determine whether the aircraft has encountered a downburst, allowing the aircraft to adjust its flight status in a timely manner, avoid accidents, and improve flight safety.

[0049] It is worth mentioning that the aircraft sensing device in this embodiment not only achieves self-driven sensing, eliminating the need for an external power supply, but also enables real-time detection of the aircraft's flight status, ensuring flight safety. Furthermore, in practical applications, the aircraft sensing device can be placed on the surface of the aircraft to monitor the surface airflow in situ, providing a more intuitive reflection of the airflow encountered during flight and achieving in-situ visualization and digital monitoring of the surface airflow.

[0050] In some embodiments, refer again Figures 1 to 3The housing 100 may have a partition 400 inside, which can be used to divide the internal space of the housing 100 into two relatively independent cavities S, with the two rotors 210 respectively disposed in the two cavities S. Furthermore, the housing 100 may have two openings 101, one of which communicates with one cavity S, and the other opening 101 communicates with the other cavity S. This allows the two rotors 210 to be separated, making them independent and preventing mutual interference between the two rotors 210, which could affect the accuracy of the flight status monitoring results.

[0051] As an optional implementation, the two cavities S can be arranged in a direction perpendicular to the axis of the rotor 210, that is, the housing 100 has two cavities S, one on the left and one on the right. Each cavity S is provided with a first rotating shaft 500, the axis of which coincides with the axis of the rotor 210, and both ends of the first rotating shaft 500 can be fixedly connected to the top plate 110 and the bottom plate 120 respectively, so as to ensure that the first rotating shaft 500 remains relatively fixed inside the housing 100. The rotor 210 is connected to the first rotating shaft 500 through bearings, so that the rotor 210 can rotate relative to the first rotating shaft 500. In this case, the two openings 101 of the housing 100 can be respectively provided on the left and right sides of the bottom plate 120, so that the two cavities S can communicate with the outside through the openings 101 respectively.

[0052] Furthermore, such as Figure 3 As shown, a first mounting groove 410 may be provided on the side of the partition 400 facing one of the cavities S, and a second mounting groove 420 may be provided on the side of the partition 400 facing the other cavity S. A first limiting member 310 is disposed in the first mounting groove 410 and is rotatable relative to the first mounting groove 410 about a first axis, which is parallel to the axis of the rotor 210. A second limiting member 320 is disposed in the second mounting groove 420 and is rotatable relative to the second mounting groove 420 about a second axis, which is parallel to the axis of the rotor 210.

[0053] In practice, the rotor 210 can be a ratchet, and both the first limiting member 310 and the second limiting member 320 can be ratchet teeth.

[0054] Based on this, the outline shape of both cavities S can be circular. The first mounting groove 410 extends along the arrangement direction of the two cavities S, and the first mounting groove 410 has two opposing first sidewalls 411. Since the first mounting groove 410 is connected to the cavity S, the lengths of the two first sidewalls 411 in the arrangement direction of the two cavities S are not the same. The first limiting member 310 can extend into the corresponding cavity S through the opening of the first mounting groove 410. In this way, the first limiting member 310 can abut against one of the tooth structures of the rotor 210, thereby restricting the rotation of the rotor 210.

[0055] Furthermore, since the first limiting member 310 can rotate relative to the first mounting groove 410, when the first limiting member 310 rotates to abut against one of the first sidewalls 411, the end of the first limiting member 310 facing the cavity S is flush with the side of the first sidewall 411 facing the cavity S. That is, when the first limiting member 310 abuts against one of the first sidewalls 411, the first limiting member 310 is in a state of being retracted within the first mounting groove 410. At this time, when the rotor 210 rotates in the cavity S, the first limiting member 310 does not interfere with the rotor 210, so that the rotor 210 can continue to rotate relative to the housing 100.

[0056] It should be noted that the first limiting member 310 can be flush with the end of the longer first side wall 411 to ensure that the overall size of the first limiting member 310 is sufficient. This ensures that when the first limiting member 310 is not in contact with the longer first side wall 411, the first limiting member 310 extends into the cavity S in a longer dimension, thereby effectively limiting the rotation of the rotor 210.

[0057] In addition, an elastic structure, such as a spring, can be provided inside the first mounting groove 410. One end of the elastic structure is connected to the first limiting member 310, and the other end can be connected to the shorter first sidewall 411, for example. When the rotor 210 rotates and causes the first limiting member 310 to abut against the longer first sidewall 411, the elastic structure deforms. After the rotor 210 disengages from the first limiting member 310, the first limiting member 310 returns to its original position under the drive of the elastic structure.

[0058] Similarly, continue to refer to Figure 3 The second mounting groove 420 extends along the arrangement direction of the two cavities S, and the second mounting groove 420 has two opposing second sidewalls 421. Since the second mounting groove 420 is connected to the cavity S, the lengths of the two second sidewalls 421 are different in the arrangement direction of the two cavities S. The second limiting member 320 can extend into the corresponding cavity S through the opening of the second mounting groove 420, so that the second limiting member 320 abuts against one of the tooth structures of the rotor 210, thereby restricting the rotation of the rotor 210.

[0059] Since the second limiting member 320 can rotate relative to the second mounting groove 420, when the second limiting member 320 rotates to abut against one of the second sidewalls 421, the end of the second limiting member 320 facing the cavity S is flush with the side of the second sidewall 421 facing the cavity S. That is, when the second limiting member 320 abuts against the second sidewall 421, the second limiting member 320 retracts into the first mounting groove 410. At this time, the second limiting member 320 cannot contact the rotor 210 in the cavity S, and the rotor 210 can continue to rotate relative to the housing 100.

[0060] The second limiting member 320 can also be flush with the end of the longer second side wall 421 to ensure that the overall size of the second limiting member 320 is sufficient to ensure that the second limiting member 320 can be inserted into the cavity S in a longer way, thereby effectively limiting the rotation of the rotor 210.

[0061] An elastic structure, such as a spring, can also be provided inside the second mounting groove 420. One end of the elastic structure is connected to the second limiting member 320, and the other end can be connected to the shorter second sidewall 421, for example. When the rotor 210 rotates and causes the second limiting member 320 to abut against the longer second sidewall 421, the elastic structure deforms. After the rotor 210 disengages from the second limiting member 320, the second limiting member 320 returns to its original position under the drive of the elastic structure.

[0062] It should be noted that, in this embodiment, the first mounting groove 410 and the second mounting groove 420 can be disposed at the same end of the partition 400. In this case, Figure 3 For example, regarding the first limiting member 310, in its initial state, the end of the first limiting member 310 is located in the cavity S. When the rotor 210 rotates clockwise, the rotor 210 can drive the first limiting member 310 to rotate clockwise, thereby causing the first limiting member 310 to abut against the first side wall 411 located above. With the first limiting member 310 abutting against the first side wall 411, the rotor 210 can pass over the first limiting member 310 and continue to rotate. When the rotor 210 rotates counterclockwise, the rotor 210 can drive the first limiting member 310 to rotate counterclockwise. When the first limiting member 310 abuts against the first side wall 411 below, the end of the first limiting member 310 is still located in the cavity S, and the rotor 210 cannot continue to rotate counterclockwise relative to the housing 100.

[0063] Similarly, for the second limiting member 320, in the initial state, the end of the second limiting member 320 is located in the cavity S. When the rotor 210 rotates counterclockwise, the rotor 210 can drive the second limiting member 320 to rotate counterclockwise, thereby causing the second limiting member 320 to abut against the upper second sidewall 421. In the state where the second limiting member 320 abuts against the second sidewall 421, the rotor 210 can pass over the second limiting member 320 and continue to rotate. When the rotor 210 rotates clockwise, the rotor 210 can drive the second limiting member 320 to rotate clockwise. When the second limiting member 320 abuts against the lower second sidewall 421, the end of the second limiting member 320 is still located in the cavity S, and the rotor 210 cannot continue to rotate clockwise relative to the housing 100.

[0064] In some other embodiments, the first mounting groove 410 and the second mounting groove 420 may also be provided at opposite ends of the partition 400. In this case, the structure or installation method of the first limiting member 310 and the second limiting member 320 can be designed so that the first limiting member 310 and the second limiting member 320 can respectively limit the rotation of the two rotors 210.

[0065] In practical applications, the first limiting member 310 and the second limiting member 320 in this embodiment can be as follows: Figure 7a The strip-shaped ratchet shown can also be as follows: Figure 7b The conical ratchet shown can also be a ratchet structure of other shapes, and can be designed according to the usage requirements. This embodiment does not limit this.

[0066] In order to meet the requirements of small aircraft carrying the aircraft sensing device in this embodiment, for the above-mentioned scheme of setting the two cavities S on the left and right, the dimension of the housing 100 along the axis of the rotor 210 (i.e. the height of the housing 100) can be less than or equal to 10mm. This can minimize the interference of the aircraft sensing device height on the airflow on the surface of the aircraft.

[0067] Furthermore, the dimension of the housing 100 along the arrangement direction of the two cavities S (i.e., the length of the housing 100) can be less than or equal to 90 mm, and the dimension along the direction perpendicular to the arrangement direction of the two cavities S (i.e., the width of the housing 100) can be less than or equal to 50 mm. The diameter of the rotor 210 can be controlled within 40 mm, and its height is approximately 6 mm. Through the above dimensional design, the miniaturization design of the aircraft sensing device can be achieved, thus enabling its use with different types of aircraft and broadening its application range.

[0068] As another alternative implementation scheme, refer to Figure 8 The two cavities S can be arranged along the axis of the rotor 210, that is, the partition 400 divides the space inside the housing 100 into upper and lower parts. At this time, the housing 100 is provided with two openings 101. One opening 101 can be provided in the top plate 110 of the housing 100, and the other opening 101 can be provided in the bottom plate 120 of the housing 100.

[0069] In this embodiment, a second rotating shaft 600 may be provided inside the housing 100. The two ends of the second rotating shaft 600 are fixedly connected to the top plate 110 and the bottom plate 120, respectively, and the second rotating shaft 600 passes through the partition plate 400. One rotor 210 is connected via bearings to the portion of the second rotating shaft 600 located in the upper cavity S, and the other rotor 210 is connected via bearings to the portion of the second rotating shaft 600 located in the lower cavity S. This facilitates the coaxial arrangement of the two rotors 210 and simplifies the internal structure of the housing 100.

[0070] Furthermore, the first friction electrode 220 corresponding to the rotor 210 in the upper cavity S can be arranged, for example, on the side of the rotor 210 facing the top plate 110, and the second friction electrode 230 and the conductive electrode 240 can be arranged on the side of the top plate 110 facing the rotor 210. Similarly, the first friction electrode 220 corresponding to the rotor 210 in the lower cavity S can be arranged, for example, on the side of the rotor 210 facing the bottom plate 120, and the second friction electrode 230 and the conductive electrode 240 can be arranged on the side of the bottom plate 120 facing the rotor 210.

[0071] When setting the first limiting member 310 and the second limiting member 320, for example, a first limiting groove can be provided on the side of the partition 400 facing upward towards the cavity S for placing the first limiting member 310, and a second limiting groove can be provided on the side of the partition 400 facing downward towards the cavity S for placing the second limiting member 320. The limiting method of the first limiting member 310 and the second limiting member 320 in this embodiment can be similar to that in the figure, and will not be described again here.

[0072] In some embodiments, the materials of the first friction electrode 220 and the second friction electrode 230, in addition to the FEP film and SF film described in the foregoing embodiments, can also be metal materials such as gold, silver, iron, and nickel. Alternatively, the materials of the first friction electrode 220 and the second friction electrode 230 can also be non-metallic materials such as polyamide, silicone, and polyimide.

[0073] In practical applications, the first friction electrode 220 can be one, two, three, etc., and the second friction electrode 230 can also be one, two, three, etc. When there are multiple first friction electrodes 220, they are arranged circumferentially around the axis of rotation of the rotor 210 on the surface of the rotor 210. When there are multiple second friction electrodes 230, they are arranged circumferentially around the axis of rotation of the rotor 210 on the inner wall of the housing 100.

[0074] The number of first friction electrodes 220 in the two sensing units 200 may be the same or different. Similarly, the number of second friction electrodes 230 in the two sensing units 200 may be the same or different.

[0075] Based on the same inventive concept, embodiments of this application may also provide an aircraft, including the aircraft sensing device as described in the foregoing embodiments, the aircraft sensing device being disposed, for example, on the surface of the aircraft.

[0076] Obviously, those skilled in the art can make various modifications and variations to the embodiments of the present invention without departing from the spirit and scope of the invention. Therefore, if these modifications and variations fall within the scope of the claims of the present invention and their equivalents, the present invention also intends to include these modifications and variations.

Claims

1. An aircraft sensing device, characterized in that, It includes a housing, two sets of sensing units, and a limiting component, wherein the sensing units and the limiting component are both disposed inside the housing; The sensing unit includes a rotor, a first friction electrode, a second friction electrode, and a conductive electrode. The rotor is rotatably mounted inside the housing. The first friction electrode is disposed on the side of the rotor facing the inner wall of the housing. The conductive electrode is disposed on the inner wall of the housing. The second friction electrode is disposed on the side of the conductive electrode facing the first friction electrode. When the rotor rotates relative to the housing, the first friction electrode and the second friction electrode cooperate to generate an electrical signal. The limiting component includes a first limiting member and a second limiting member. The first limiting member is used to limit one of the rotors to rotate about a first direction, and the second limiting member is used to limit the other rotor to rotate about a second direction. The first direction and the second direction are opposite in direction. The housing has an opening for connecting the inside of the housing with the outside, and two rotors are partially exposed to the opening, so that gas outside the housing can enter the inside of the housing through the opening and drive one of the rotors to rotate.

2. The aircraft sensing device according to claim 1, characterized in that, The housing is provided with a partition, which is used to divide the internal space of the housing into two relatively independent cavities, and the two rotors are respectively disposed in the two cavities; The housing has two openings, which are respectively connected to two cavities.

3. The aircraft sensing device according to claim 2, characterized in that, The two cavities are arranged in a direction perpendicular to the rotor axis, and a first rotating shaft is provided in each of the two cavities; The axis of the first rotating shaft coincides with the axis of the rotor, and both ends of the first rotating shaft are fixedly connected to the housing. The rotor is connected to the first rotating shaft through bearings.

4. The aircraft sensing device according to claim 3, characterized in that, The rotor is a ratchet, the first limiting member is a ratchet tooth, and the second limiting member is a ratchet tooth.

5. The aircraft sensing device according to claim 4, characterized in that, The cavity is circular in shape, and the partition has a first mounting groove on the side facing one of the cavities and a second mounting groove on the side facing the other cavity. The first limiting member is rotatably mounted in the first mounting groove about a first axis relative to the first mounting groove. One end of the first limiting member can extend into the cavity from the first mounting groove. When the first limiting member rotates to abut against one of the first side walls of the first mounting groove, the end of the first limiting member facing the cavity is flush with the side of one of the first side walls facing the cavity. The first axis is parallel to the axis of the rotor. The second limiting member is rotatably mounted in the second mounting groove about the second axis relative to the second mounting groove. One end of the second limiting member can extend into the cavity from the second mounting groove. When the second limiting member rotates to abut against one of the second side walls of the second mounting groove, the end of the second limiting member facing the cavity is flush with the side of the one of the second side walls facing the cavity. The second axis is parallel to the axis of the rotor.

6. The aircraft sensing device according to claim 3, characterized in that, The dimension of the housing along the axial direction of the rotor is less than or equal to 10 mm.

7. The aircraft sensing device according to claim 2, characterized in that, The two cavities are arranged along the axial direction of the rotor, with one opening located at the top of the housing and the other opening located at the bottom of the housing.

8. The aircraft sensing device according to claim 7, characterized in that, It also includes a second rotating shaft, which passes through the partition plate and is fixedly connected at both ends to the top and bottom of the housing, respectively. The two rotors are respectively connected to the second rotating shaft through bearings.

9. The aircraft sensing device according to claim 1, characterized in that, There are multiple first friction electrodes, which are circumferentially arranged on the rotor around its axis of rotation; and / or There are multiple second friction electrodes, which are arranged circumferentially around the axis of rotation of the rotor on the inner wall of the housing.

10. An aircraft, characterized in that, Includes the aircraft sensing device as described in any one of claims 1 to 9.

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