Floor impact-resistant structure and low-altitude manned aircraft

Abstract

The application discloses a floor impact-resistant structure and a low-altitude manned aircraft, and relates to the technical field of low-altitude manned aircrafts.The floor impact-resistant structure comprises a bottom protection module and a battery cabin module.The bottom protection module comprises a chassis, a crash beam, an energy-absorbing box, a shock absorber, an energy-absorbing wall and a sponge wall.The crash beam is arranged on the outer side wall of the front end of the chassis through the energy-absorbing box.The energy-absorbing wall is arranged on the front part of the chassis.The sponge wall is arranged on the inner side wall of the chassis.The battery cabin module is embedded in the chassis.The battery cabin module comprises a battery cabin shell and a limiting piece.The battery cabin shell comprises a top plate, a bottom plate and side plates.The bottom plate is an outwardly convex arc surface structure.The top plate, the side plates and the bottom plate are connected with each other to form a tortoise shell structure.A plurality of spaced cavities are arranged in the bottom plate, and an energy-absorbing layer is arranged in the cavities.The floor impact-resistant structure and the low-altitude manned aircraft improve the impact resistance of the aircraft on the basis of realizing the light weight of the aircraft.

Description

Technical Field

[0001] This application relates to the field of low-altitude manned aircraft technology, and in particular to a floor impact-resistant structure and a low-altitude manned aircraft. Background Technology

[0002] Low-altitude manned aircraft, with their superior maneuverability and compact structural design, have demonstrated enormous application potential in military force projection, logistical support, and civilian low-altitude transportation. Upgrading related technologies has become crucial for enhancing combat initiative and ensuring travel safety, possessing significant strategic value and broad market prospects. Among these, the floor structure, as the core energy-absorbing and protective component of low-altitude manned aircraft, directly determines the safety of the occupants and the integrity of onboard equipment under extreme conditions. Especially in high-risk scenarios such as crashes, emergency landings, and impacts from foreign objects, this structure must efficiently weaken the transmission of impact energy through its own plastic deformation, thereby effectively preventing occupant injury and the induction of thermal runaway from the power battery pack.

[0003] In the existing technological system, solutions such as traditional metal structures, ordinary sandwich structures, and hybrid structures of metal and composite materials all have obvious inherent defects. Specifically, some structures have insufficient energy absorption efficiency and are unable to cope with extreme impacts; some structures have excessive weight, which seriously reduces the endurance of the aircraft; and some structures have disordered microscopic topology, making it difficult to accurately control their mechanical properties, and they are prone to fatigue cracking and vibration reduction failure during long-term service. Summary of the Invention

[0004] The purpose of this application is to provide a floor impact-resistant structure and a low-altitude manned aircraft that can achieve enhanced impact resistance and lightweight design.

[0005] To achieve the above objectives, this application provides a floor impact-resistant structure, including: a bottom protection module and a battery compartment module;

[0006] The bottom protection module includes a chassis, a crash beam, an energy-absorbing box, a shock absorber, an energy-absorbing wall, and a sponge wall. The chassis has an inner side wall and an outer side wall. The crash beam is located on the front outer side wall of the chassis through the energy-absorbing box. The energy-absorbing wall is located at the front of the chassis, and both ends of the energy-absorbing wall are connected to the inner side wall of the chassis. One end of the shock absorber is connected to the front of the chassis, and the other end is connected to the energy-absorbing wall. The sponge wall is located on the inner side wall of the chassis.

[0007] The battery compartment module is embedded in the chassis and abuts against the sponge wall. The battery compartment module includes a battery compartment shell and a limiting member. The battery compartment shell includes a top plate, a bottom plate, and a side plate. The bottom plate is an outwardly convex arc-shaped structure. The top plate, the side plate, and the bottom plate are interconnected to form a tortoise shell-like structure. The outer side wall of the bottom plate is provided with a plate-like structure, which is a spatial arc-shaped structure. The bottom plate has multiple spaced cavities, and the cavities are provided with energy-absorbing layers. A battery pack can be installed inside the battery compartment shell. The battery pack is connected to the side plate through the limiting member.

[0008] In some embodiments, the limiting member is a universal joint, and the battery pack is movable within the battery compartment housing, the limiting member being used to limit the range of movement of the battery pack.

[0009] In some embodiments, the battery compartment module is further provided with a buffer assembly, which includes a guide rail, a support platform and a first elastic element. The support platform is connected to the base plate through the first elastic element, the guide rail is disposed on the support platform, and the battery pack is slidably fitted on the guide rail.

[0010] In some embodiments, the battery compartment module further includes a bottom beam, a column beam, and a crossbeam. The bottom beam is located at the center of the bottom plate and extends along the length of the bottom plate. The bottom plate has a plurality of spaced-apart clamps that are perpendicular to the bottom beam. The column beam is located on the side plate, with one end connected to the bottom beam and the other end connected to the top plate. The crossbeam is located on the lower surface of the top plate, with both ends connected to the side plates on both sides of the battery compartment shell.

[0011] In some embodiments, landing gear storage slots are provided on both sides of the chassis, and the sidewalls of the landing gear storage slots are outwardly convex arc-shaped structures.

[0012] In some embodiments, the shock absorber includes a connecting plate, a fixing pin, a connecting ring, and an elastic connector. The two connecting plates are respectively disposed on the inner front wall of the chassis and the energy-absorbing wall. Each connecting plate is rotatably engaged with a fixing pin. The two connecting rings are fixedly disposed at both ends of the elastic connector, and the two connecting rings are slidably engaged with the corresponding two fixing pins.

[0013] In some embodiments, the energy-absorbing layer has a negative Poisson's ratio structure.

[0014] A low-altitude manned aircraft, comprising:

[0015] The passenger compartment module includes a passenger compartment shell, a steering wheel, an instrument panel, a driver's seat, and pneumatic components. The passenger compartment shell has a biomimetic structure inspired by a woodpecker's head. The steering wheel and the instrument panel are located on the inner wall of the passenger compartment shell. The driver's seat is located inside the passenger compartment shell. The pneumatic components are located on the outer wall of the passenger compartment shell.

[0016] A rotor fairing is provided on the outer wall of the crew cabin shell, and a rotor is provided inside the rotor fairing;

[0017] A floor impact-resistant structure, wherein the floor impact-resistant structure is any one of the floor impact-resistant structures described above, the floor impact-resistant structure is located below the outer shell of the passenger compartment, and a battery pack is installed inside the floor impact-resistant structure;

[0018] The landing module is located in the landing gear storage slot of the floor impact-resistant structure.

[0019] In some embodiments, the aerodynamic assembly includes a deflector, a diffuser, and a tail fin. The deflector is located at the front end of the crew cabin shell, the diffuser is located at the top of the crew cabin shell, and the tail fin is located at the rear of the crew cabin shell.

[0020] In some embodiments, the floor impact-resistant structure is further provided with an air conditioner outdoor unit and a water tank, and the battery pack is a refrigerant direct-cooling battery pack. The battery pack, the air conditioner outdoor unit and the water tank can form a heat exchange circuit.

[0021] Compared to the aforementioned background technology, the floor impact-resistant structure provided in this application includes a bottom protection module and a battery compartment module. The bottom protection module includes a chassis, a crash beam, an energy-absorbing box, a shock absorber, an energy-absorbing wall, and a sponge wall. The crash beam is located on the outer front wall of the chassis via the energy-absorbing box. The energy-absorbing wall is located at the front of the chassis, with its two ends connected to the inner side wall of the chassis. One end of the shock absorber is connected to the front of the chassis, and its other end is connected to the energy-absorbing wall. The sponge wall is located on the inner side wall of the chassis. The battery compartment module is embedded in the chassis and abuts against the sponge wall. The battery compartment module includes a battery compartment shell and a limiting member. The battery compartment shell includes a top plate, a bottom plate, and a side plate. The bottom plate is an outwardly convex arc structure. The top plate, side plate, and bottom plate are interconnected to form a tortoise shell-like structure. The bottom plate has multiple spaced cavities, and the cavities have energy-absorbing layers. A battery pack can be installed inside the battery compartment shell, and the battery pack is connected to the side plate via the limiting member.

[0022] The crash beam and energy-absorbing box form the primary protective barrier for the chassis when it encounters a frontal impact. The frontal protection structure acts as a primary protective barrier against frontal impacts, with the crash beam resisting the initial contact load and guiding the impact force to the energy-absorbing box for absorption, achieving controlled crushing energy absorption. Subsequently, the residual impact continues to be transmitted rearward, where shock absorbers and energy-absorbing walls provide secondary protection against the frontal impact. The energy-absorbing walls evenly distribute stress throughout the chassis, thereby minimizing the damage to the overall structure caused by the impact.

[0023] When facing a lateral impact, the impact force is transmitted inward along the fuselage, causing large-area crushing deformation of the sponge wall. This disperses and absorbs the intruding lateral load, preventing high stress from directly penetrating the battery compartment module and distributing the high stress throughout the chassis. In the event of a hard landing, crash, or foreign object intrusion at the bottom, the contact stress first penetrates the chassis and bottom plate. The bottom plate initially absorbs the force using its curved surface, directing some of the load to the chassis wall. Subsequently, the plate-like structure of the bottom plate further absorbs energy. The residual impact force penetrates the bottom plate and is transmitted to the negative energy-absorbing layer, where it is densified for energy absorption. The floor impact-resistant structure and low-altitude manned aircraft of this application improve the impact resistance of the aircraft while achieving lightweight design. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the floor impact-resistant structure according to an embodiment of this application;

[0026] Figure 2 This is a schematic diagram of the internal structure of the bottom protection module according to an embodiment of this application;

[0027] Figure 3 This is a front view of the battery compartment module according to an embodiment of this application;

[0028] Figure 4 This is a side sectional view of the battery compartment module according to an embodiment of this application;

[0029] Figure 5 This is a schematic diagram of the structure of the limiting member according to an embodiment of this application;

[0030] Figure 6 This is a schematic diagram of the structure of the buffer according to an embodiment of this application;

[0031] Figure 7This is a schematic diagram of the structure of a low-altitude manned aircraft according to an embodiment of this application;

[0032] Figure 8 This is a cross-sectional view of the crew cabin module according to an embodiment of this application;

[0033] Figure 9 This is a schematic diagram of the battery pack structure according to an embodiment of this application;

[0034] Figure 10 This is a schematic diagram of the internal structure of the battery pack according to an embodiment of this application;

[0035] Figure 11 The stress-strain response curves of the self-locking negative Poisson's ratio structure and the traditional honeycomb negative Poisson's ratio structure in this application are shown.

[0036] Figure 12 The diagram shows the specific energy absorption curves of the self-locking negative Poisson's ratio structure and the traditional honeycomb negative Poisson's ratio structure according to embodiments of this application.

[0037] in:

[0038] 100. Bottom protection module; 101. Chassis; 102. Anti-collision beam; 103. Energy-absorbing box; 104. Vibration damper; 1041. Connecting plate; 1042. Fixing pin; 1043. Connecting ring; 10441. Support column; 10442. Small spring; 10443. Medium spring; 10444. Large spring; 1045. Fixing nail; 105. Energy-absorbing wall; 106. Sponge wall;

[0039] 200. Battery compartment module; 201. Battery compartment shell; 2011. Top plate; 2012. Bottom plate; 20121. Cavity; 20122. Energy-absorbing layer; 2013. Side plate; 202. Limiting component; 2021. Connecting cover; 2022. Connecting shaft; 2023. Small universal joint; 2024. Large universal joint; 2031. Bottom beam; 2032. Beam column; 2033. Crossbeam; 204. Buffer assembly;

[0040] 300. Landing gear storage slot;

[0041] 400. Crew compartment module; 401. Crew compartment shell; 402. Steering wheel; 403. Instrument panel; 404. Driver's seat; 4051. Deflector; 4052. Exhaust system; 4053. Tail wing;

[0042] 500. Battery pack; 501. Upper plate; 502. Lower plate; 503. Protective plate; 504. Circulation slot; 505. Fan vent; 506. Direct cooling plate; 507. Battery body; 508. Heat dissipation vent; 509. Top pressure plate;

[0043] 600. Rotor fairing;

[0044] 700. Lifting and lowering module;

[0045] 800. Air conditioner outdoor unit;

[0046] 900, water tank. Detailed Implementation

[0047] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0048] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0049] It should be noted that the directional terms such as "upper end," "lower end," "left side," and "right side" mentioned below are defined based on the accompanying drawings in the instruction manual.

[0050] like Figures 1 to 6 As shown, the floor impact-resistant structure provided in this application embodiment includes a bottom protection module 100 and a battery compartment module 200. The bottom protection module 100 includes a chassis 101, a crash beam 102, an energy-absorbing box 103, a shock absorber 104, an energy-absorbing wall 105, and a sponge wall 106. The chassis 101 has an inner side wall and an outer side wall. The crash beam 102 is disposed on the front outer side wall of the chassis 101 through the energy-absorbing box 103. The energy-absorbing wall 105 is disposed at the front of the chassis 101, and its two ends are respectively connected to the inner side wall of the chassis 101. One end of the shock absorber 104 is connected to the front end of the chassis 101, and its other end is connected to the energy-absorbing wall 105. The sponge wall 106 is disposed on the inner side wall of the chassis 101. The battery compartment module 200 is embedded in the chassis 101 and abuts against the sponge wall 106. The battery compartment module 200 includes a battery compartment shell 201 and a limiting member 202. The battery compartment shell 201 includes a top plate 2011, a bottom plate 2012 and a side plate 2013. The bottom plate 2012 is an outwardly convex arc structure. The top plate 2011, the side plate 2013 and the bottom plate 2012 are interconnected to form a tortoise shell structure. The bottom plate 2012 has a plurality of spaced cavities 20121. The cavities 20121 have an energy-absorbing layer 20122. A battery pack 500 can be installed inside the battery compartment shell 201. The battery pack 500 is connected to the side plate 2013 through the limiting member 202.

[0051] Understandably, the anti-collision beam 102 and the energy-absorbing box 103 constitute the primary protective barrier for the chassis 101 when it encounters a frontal impact. The frontal protection structure can serve as a primary protective barrier against frontal impacts. The anti-collision beam 102 resists the initial contact load and guides the impact force to the energy-absorbing box 103 for absorption, achieving controlled crushing energy absorption. Subsequently, the residual impact continues to be transmitted rearward, where the shock absorber and energy-absorbing wall 105 provide secondary protection against the frontal impact. The energy-absorbing wall 105 evenly distributes the stress to the entire chassis 101, thereby minimizing the damage to the overall structure caused by the impact force. When facing a lateral impact, the impact force is transmitted inward along the fuselage. The sponge wall 106 undergoes large-area crushing deformation, dispersing and absorbing the intruding lateral load, preventing high stress from directly penetrating the battery compartment module 200, and dispersing the high stress to the entire chassis 101. In the event of a hard landing, crash, or foreign object intrusion at the bottom, the contact stress first penetrates the chassis 101 and the base plate 2012. The base plate 2012 first uses its curved surface to initially relieve the force, directing a portion of the load to the wall of the chassis 101. Then, the plate-like structure of the base plate 2012 can further absorb energy. The residual impact force penetrates the base plate 2012 and is transmitted to the negative energy absorption layer 20122, where it is densified to absorb energy.

[0052] In some embodiments, the limiting member 202 is a universal joint with a movement allowance to allow the battery pack 500 to move within the battery compartment housing 201.

[0053] Specifically, the universal joint includes two connecting covers 2021, two connecting shafts 2022, two small universal joints 2023, and a large universal joint 2024. One end of each connecting shaft 2022 is equipped with a small universal joint 2023, and the other end of the connecting shaft 2022 is equipped with a connecting cover 2021. One connecting cover 2021 is fixedly connected to the side plate 2013 of the battery compartment shell 201, and the other connecting cover 2021 is fixedly connected to the battery pack 500. The two small universal joints 2023 are symmetrically arranged on both sides of the large universal joint 2024, and the small universal joints 2023 are mechanically embedded in the large universal joint 2024 by rollers and geometrically limited by shims to ensure the mobility of the rollers in multiple axial directions, so as to meet the multi-axial micro-movement of the battery pack 500.

[0054] Based on the above embodiments, the battery compartment module 200 is further provided with a buffer assembly 204. The buffer assembly 204 includes a guide rail, a support platform and a first elastic element. The support platform is connected to the base plate 2012 through the first elastic element. The guide rail is located on the support platform, and the battery pack 500 is slidably fitted to the guide rail.

[0055] It is understandable that the buffer component 204, together with the limiting component 202, constitutes the active force relief mechanism of the battery pack 500. When an impact occurs, the battery pack 500 is allowed to perform multi-axial buffer displacement within the limiting range, thereby avoiding the impact amplification effect caused by the rigid connection to the battery pack 500.

[0056] In some embodiments, the battery compartment module 200 is further provided with a bottom beam 2031, a beam column 2032, and a crossbeam 2033. The bottom beam 2031 is located at the center of the bottom plate 2012 and extends along the length of the bottom plate 2012. The bottom plate 2012 is provided with a plurality of spaced clamps that are perpendicular to the bottom beam 2031. The beam column 2032 is located on the side plate 2013. One end of the beam column 2032 is connected to the bottom beam 2031, and the other end is connected to the top plate 2011. The crossbeam 2033 is located on the lower surface of the top plate 2011, and both ends of the crossbeam 2033 are connected to the side plates 2013 on both sides of the battery compartment shell 201.

[0057] Understandably, the cavity 20121 structure of the base plate 2012 can redirect the load transmission trajectory and guide the impact force to be transmitted along the clamping plate to the bottom beam 2031, avoiding the impact force from acting directly on the weaker impact-resistant part of the base plate 2012. The residual stress is transmitted to the top plate 2011 through the beam and column 2032, and then buffered by the crossbeam 2033, forming a tight closed-loop link of force receiving, force transmission and force unloading.

[0058] In some embodiments, landing gear storage slots 300 are provided on both sides of the chassis 101, and the sidewalls of the landing gear storage slots 300 are outwardly convex arc-shaped structures.

[0059] Specifically, the chassis 101 has protrusions with curved sidewalls on both sides, and a landing gear storage slot 300 is provided at the bottom of the protrusions, in which the landing gear can be installed.

[0060] Understandably, when subjected to a lateral impact, the protrusions on both sides of the base plate 2012 bear the load first and transfer the load to the side wall of the chassis 101. The protrusions on both sides of the base plate 2012 can increase the stress-bearing area of ​​the side wall of the chassis 101 and avoid excessive load concentration.

[0061] In some embodiments, the shock absorber 104 includes a connecting plate 1041, a fixing pin 1042, a connecting ring 1043, and an elastic connector. The two connecting plates 1041 are respectively disposed on the inner side wall of the front end of the chassis 101 and the energy-absorbing wall 105. Each connecting plate 1041 is rotatably engaged with a fixing pin 1042. The two connecting rings 1043 are fixedly disposed at both ends of the elastic connector, and the two connecting rings 1043 are slidably engaged with the corresponding two fixing pins 1042.

[0062] Specifically, the connecting plate 1041 has a fixing pin 1045 at each end of the fixing pin 1042. The fixing pin 1045 abuts against the end face of the fixing pin 1042 to prevent the fixing pin 1042 from moving axially relative to the connecting plate 1041. The elastic connecting member can be a support column 10441. One end of the support column 10441 is provided with a small spring 10442, and the other end of the support column 10441 is provided with a medium spring 10443. A large spring 10444 is sleeved on the outside of the support column 10441. The two ends of the large spring 10444 are respectively connected to the two ends of the support column 10441. The elastic moduli of the small spring 10442, the medium spring 10443 and the large spring 10444 are different. The two ends of the support column 10441 are respectively fixedly connected to two connecting rings 1043.

[0063] Understandably, the connecting ring 1043 can move and rotate relative to the fixed pin 1042 along the axial direction of the fixed pin 1042 to absorb minor vibrations caused by daily bumps and avoid fatigue wear caused by rigid connections. When subjected to a positive impact, multiple springs will sequentially contract to absorb energy according to their force thresholds. When the positive impact is small, the small spring 10442 contracts to absorb energy. When the positive impact exceeds the force threshold of the small spring 10442, the medium spring 10443 contracts and participates in energy absorption. When the positive impact exceeds the force threshold of the medium spring 10443, the large spring 10444 contracts and participates in energy absorption. This achieves a multi-stage combined damping effect of gradient buffering, smoothly releasing the huge energy absorbed transiently to the energy-absorbing wall 105 behind in a multi-stage slow rebound, thereby achieving shock absorption and helping to prolong the impact time, reduce the peak load, and reduce secondary damage caused by transient rebound. Furthermore, the shock absorber 104, composed of the aforementioned multiple springs, also has the advantage of being lightweight compared to shock absorbers in conventional technology.

[0064] In some embodiments, the energy-absorbing layer 20122 has a negative Poisson's ratio structure.

[0065] Specifically, the energy-absorbing layer 20122 can be a self-locking negative Poisson's ratio structure. To rigorously verify its technological superiority, a systematic comparative analysis was conducted between the self-locking negative Poisson's ratio structure and the traditional honeycomb negative Poisson's ratio structure. The focus was on examining the stress-strain response curves and specific energy absorption curves of both under dynamic compression conditions. Specifically, as follows... Figure 11 and Figure 12As shown, throughout the entire dynamic compression stroke, the self-locking negative Poisson's ratio structure maintains a higher load-bearing capacity over an extremely wide strain range and exhibits a more significant and stable stress plateau characteristic. This confirms that it can achieve more stable progressive deformation and continuous energy absorption under impact. Furthermore, the energy absorption curves clearly show that the self-locking structure's energy dissipation rate per unit mass during the core deformation stage surpasses that of the traditional honeycomb structure. Based on the above comparative data, the self-locking negative Poisson's ratio structure demonstrates superiority in enhancing impact resistance, maximizing energy absorption efficiency, and meeting lightweight requirements.

[0066] like Figures 7 to 10 As shown, the low-altitude manned aircraft provided in this application embodiment includes a crew cabin module 400, a rotor fairing 600, a floor impact-resistant structure, and a landing module 700. The crew cabin module 400 includes a crew cabin shell 401, a steering wheel 402, an instrument panel 403, a pilot seat 404, and aerodynamic components. The crew cabin shell 401 has a woodpecker head-inspired bionic structure. The steering wheel 402 and the instrument panel 403 are both located on the inner sidewall of the crew cabin shell 401. The pilot seat 402... 4. The pneumatic components are located inside the crew cabin shell 401. The rotor fairing 600 is located on the outer wall of the crew cabin shell 401. The rotor fairing 600 is located on the outer wall of the crew cabin shell 401. The rotor is located inside the rotor fairing 600. The floor impact-resistant structure is any one of the floor impact-resistant structures in the above embodiments. The floor impact-resistant structure is located below the crew cabin shell 401. The battery pack 500 is installed inside the floor impact-resistant structure. The landing module 700 is located in the landing gear storage slot 300 of the floor impact-resistant structure.

[0067] Specifically, the front end of the crew cabin shell 401 resembles the hyoid bone structure of a woodpecker, and the rear end resembles the arc-shaped structure of a woodpecker's head. The arc-shaped outer contour of the crew cabin shell 401 can effectively reduce the input of sharp loads when subjected to forward impacts. The biomimetic support path inside the crew cabin shell 401 can guide the impact stress to be diverted along a predetermined direction, thereby greatly improving the crew cabin shell 401's ability to withstand transient loads.

[0068] The driver's seat 404 is connected to the passenger compartment shell 401 via a connecting mechanism. The connecting mechanism includes an upper connecting plate, a support column 10441 shaft, and a lower connecting plate. The upper connecting plate is located at the bottom of the driver's seat 404, and the lower connecting plate is fixedly installed on the bottom surface of the passenger compartment shell 401. The upper connecting plate is connected to the lower connecting plate via the support column 10441 shaft. The driver's seat 404 can rotate 270 degrees and move linearly relative to the passenger compartment shell 401 to adjust the position of the driver's seat 404 according to the occupant's driving needs. In the event of an impact, the limited displacement of the connecting mechanism can buffer part of the inertial load, thereby improving the comfort and safety of the occupant.

[0069] The rotor can be a conventional rotor. The crew cabin shell 401 contains a drive motor that can drive the rotor to rotate. The crew cabin shell 401 contains a control assembly. The drive motor is connected to the control assembly through electrical lines, and the motor speed is adjusted in a controlled manner, thereby precisely controlling the output lift of the rotor blades.

[0070] The landing module 700 can be a landing gear. Two landing gears are symmetrically arranged in two landing gear storage slots 300. The landing gear storage slots 300 are rotatably equipped with partitions. During takeoff, the landing gears can be retracted and the partitions can be closed. During landing, the partitions can be opened and the landing gears can be lowered.

[0071] In some embodiments, the pneumatic assembly includes a deflector 4051, a deflector 4052, and a tail fin 4053. The deflector 4051 is located at the front end of the passenger compartment shell 401, the deflector 4052 is located at the top of the passenger compartment shell 401, and the tail fin 4053 is located at the rear of the passenger compartment shell 401.

[0072] Understandably, aerodynamic components are used to stabilize the airflow encountered by the aircraft during operation, ensuring the aircraft's smooth operation.

[0073] like Figure 2 As shown, in some embodiments, the floor impact-resistant structure is further provided with an air conditioner outdoor unit 800 and a water tank 900, and the battery pack 500 is a refrigerant direct cooling battery pack 500. The battery pack 500, the air conditioner outdoor unit 800 and the water tank 900 can form a heat exchange circuit.

[0074] Specifically, the battery pack 500 has an upper plate 501 at the top and a lower plate 502 at the bottom. Multiple protective plates 503 are located between the upper plate 501 and the lower plate 502, spaced apart along the circumference of the battery pack 500. Flexible damping material is applied to the inner side of the protective plates 503 to provide necessary friction buffering and boundary protection when the battery pack 500 experiences minor displacement. The battery pack 500 internally consists of a circulation groove 504, a fan vent 505, a direct cooling plate 506, a battery body 507, a heat dissipation vent 508, and a top pressure plate 509. The components are assembled using a detachable interlocking process. A heat exchange circuit is formed between the air conditioner outdoor unit 800 and the water tank 900 and the battery pack 500, thereby ensuring the stable and safe operation of the battery system.

[0075] In the low-altitude manned aircraft of this application embodiment, when stationary on the ground, the landing module 700 is in a fully deployed and locked state, the landing module 700 is directly grounded and bears the entire static load of the aircraft, and the bottom protection module 100 and the battery compartment module 200 are in a static standby protection and alert state.

[0076] During takeoff preparation, the pilot issues the takeoff command, and the drive motor drives the rotor to rotate. During this process, the landing module 700 continuously provides ground support. When the total lift output by the rotor overcomes the weight of the entire aircraft, the aircraft smoothly leaves the ground. At this time, the landing module 700 can be retracted into the landing gear storage slot 300 and the partition can be closed.

[0077] When entering the air cruise state, the rotor continuously outputs stable power and attitude control, and the tail fin 4053, the exhaust manifold 4052 and the deflector 4051 work together through aerodynamic effects to maintain the stability of the airframe.

[0078] Upon landing, the partition opens, the landing module 700 unfolds and locks again, and the landing module 700 touches the ground first and absorbs the initial landing impact kinetic energy. The residual kinetic energy is transferred from bottom to top to the bottom protection module 100, where it is used for peak reduction, force guidance and buffering. Finally, the residual stress is absorbed, protected and flexibly discharged by the battery compartment module 200.

[0079] In summary, the floor impact-resistant structure and low-altitude manned aircraft of this application adopt a split modular design, combined with biomimetic structural design, which improves the impact resistance of the aircraft while achieving lightweighting. It should be noted that in this specification, relational terms such as "first" and "second" are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0080] The above provides a detailed description of the floor impact-resistant structure and low-altitude manned aircraft provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the solution and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this application.

Claims

1. A floor impact-resistant structure, characterized in that, include: Bottom protection module (100), the bottom protection module (100) includes a chassis (101), a crash beam (102), an energy-absorbing box (103), a shock absorber (104), an energy-absorbing wall (105), and a sponge wall (106). The chassis (101) has an inner side wall and an outer side wall. The crash beam (102) is located on the front outer side wall of the chassis (101) through the energy-absorbing box (103). The energy-absorbing wall (105) is located at the front of the chassis (101). Both ends of the energy-absorbing wall (105) are connected to the inner side wall of the chassis (101). One end of the shock absorber (104) is connected to the front end of the chassis (101), and the other end is connected to the energy-absorbing wall (105). The sponge wall (106) is located on the inner side wall of the chassis (101). A battery compartment module (200) is fitted into the chassis (101) and abuts against the sponge wall (106). The battery compartment module (200) includes a battery compartment shell (201) and a limiting member (202). The battery compartment shell (201) includes a top plate (2011), a bottom plate (2012), and a side plate (2013). The bottom plate (2012) has an outwardly convex arc surface structure. The top plate (2011), the side plate (2013), and the bottom plate... (2012) are interconnected to form a tortoise shell-like structure. The outer wall of the base plate (2012) is provided with a shell-like structure. The shell-like structure is a spatial arc surface structure. The base plate (2012) is provided with a plurality of spaced cavities (20121). The cavity (20121) is provided with an energy-absorbing layer (20122). The battery compartment shell (201) can be equipped with a battery pack (500). The battery pack (500) is connected to the side plate (2013) through the limiting member (202).

2. The floor impact-resistant structure according to claim 1, characterized in that, The limiting member (202) is a universal joint, and the battery pack (500) is able to move within the battery compartment housing (201). The limiting member (202) is used to limit the range of movement of the battery pack (500).

3. The floor impact-resistant structure according to claim 2, characterized in that, The battery compartment module (200) is also provided with a buffer assembly (204). The buffer assembly (204) includes a guide rail, a support platform and a first elastic element. The support platform is connected to the base plate (2012) through the first elastic element. The guide rail is located on the support platform and the battery pack (500) is slidably fitted on the guide rail.

4. The floor impact-resistant structure according to claim 1, characterized in that, The battery compartment module (200) is also provided with a bottom beam (2031), a beam column (2032), and a crossbeam (2033). The bottom beam (2031) is located at the center of the bottom plate (2012) and extends along the length of the bottom plate (2012). The bottom plate (2012) is provided with a plurality of spaced clamps, which are perpendicular to the bottom beam (2031). The beam column (2032) is located on the side plate (2013). One end of the beam column (2032) is connected to the bottom beam (2031), and the other end is connected to the top plate (2011). The crossbeam (2033) is located on the lower surface of the top plate (2011), and both ends of the crossbeam (2033) are connected to the side plates (2013) on both sides of the battery compartment shell (201).

5. The floor impact-resistant structure according to claim 1, characterized in that, The chassis (101) is provided with landing gear storage slots (300) on both sides, and the sidewalls of the landing gear storage slots (300) are outwardly convex arc-shaped structures.

6. The floor impact-resistant structure according to claim 1, characterized in that, The shock absorber (104) includes a connecting plate (1041), a fixing pin (1042), a connecting ring (1043), and an elastic connector. The two connecting plates (1041) are respectively disposed on the inner front wall of the chassis (101) and the energy-absorbing wall (105). Each connecting plate (1041) is rotatably engaged with a fixing pin (1042). The two connecting rings (1043) are fixedly disposed at both ends of the elastic connector. The two connecting rings (1043) are slidably engaged with the corresponding two fixing pins (1042).

7. The floor impact-resistant structure according to claim 1, characterized in that, The energy-absorbing layer (20122) has a negative Poisson's ratio structure.

8. A low-altitude manned aircraft, characterized in that, include: The passenger compartment module (400) includes a passenger compartment shell (401), a steering wheel (402), an instrument panel (403), a driver's seat (404), and pneumatic components. The passenger compartment shell (401) is a biomimetic structure of a woodpecker's head. The steering wheel (402) and the instrument panel (403) are both located on the inner side wall of the passenger compartment shell (401). The driver's seat (404) is located inside the passenger compartment shell (401). The pneumatic components are located on the outer side wall of the passenger compartment shell (401). A rotor fairing (600) is provided on the outer side wall of the crew cabin shell (401), and a rotor is provided inside the rotor fairing (600); The floor impact-resistant structure is the floor impact-resistant structure according to any one of claims 1-7, the floor impact-resistant structure is located below the crew compartment shell (401), and a battery pack (500) is installed inside the floor impact-resistant structure; Landing module (700), wherein the landing module (700) is disposed in the landing gear storage slot (300) of the floor impact-resistant structure.

9. The low-altitude manned aircraft according to claim 8, characterized in that, The aerodynamic assembly includes a deflector (4051), a deflector (4052), and a tail fin (4053). The deflector (4051) is located at the front end of the crew cabin shell (401), the deflector (4052) is located at the top of the crew cabin shell (401), and the tail fin (4053) is located at the rear of the crew cabin shell (401).

10. The low-altitude manned aircraft according to claim 8, characterized in that, The floor impact-resistant structure is also equipped with an air conditioner outdoor unit (800) and a water tank (900). The battery pack (500) is a refrigerant direct-cooling battery pack (500). The battery pack (500), the air conditioner outdoor unit (800) and the water tank (900) can form a heat exchange circuit.

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