An aerostat

Abstract

This application provides an airship, including a first skin, a second skin, a continuous reciprocating closing mechanism, an air pump, and a separation unit. The first skin includes first and second sub-skins, which enclose a main airbag. The edge of the second skin, which covers the bottom of the airbag, is sealed and fixed to the outer side of the first skin. The first skin includes first and second parts, and the second skin and the first part together enclose a secondary airbag. The second sub-skin covers the first sub-skin, and multiple main air ribs are provided between the first and second sub-skins to create a gas flow space that encloses the main airbag. The air pump is used to fill the space with medium gas, and the separation unit is used to separate buoyancy gas from the mixture of medium gas and buoyancy gas leaking into the space and return it to the main airbag. The continuous reciprocating closing mechanism includes first and second structural members fixedly connected to the first part of the first skin and the second skin, respectively, and an electrically controlled sliding member for separating or locking the two structural members.

Description

Technical Field

[0001] This application relates to the field of airship technology. More specifically, it relates to an airship. Background Technology

[0002] Aerostats (such as airships and tethered balloons) typically employ a dual-gasbag system, with a main gasbag filled with buoyancy gas (such as helium or hydrogen) and a secondary gasbag filled with regulating gas (such as air). Buoyancy gas leakage is a persistent and difficult-to-solve problem. Leakage increases operating costs and affects the aerostat's aloft duration; typically, aerostats need to return to the ground for buoyancy gas replenishment every three months. For aerostats used in wind power platforms, this frequent replenishment can negatively impact wind power generation efficiency. Summary of the Invention

[0003] The purpose of this application is to provide an airship to solve at least one of the problems existing in the prior art.

[0004] To achieve the above objectives, this application adopts the following technical solution: This application provides an airship, including a first skin, at least one second skin, at least one continuous reciprocating closing mechanism, an air pump, and a separation unit; The first skin includes a first sub-skin and a second sub-skin. The first sub-skin encloses and forms a main air bladder for filling buoyancy gas in the bladder body of the airship. The second skin covers at least part of the bottom of the bladder body. The edge of the second skin is sealed and fixed to the outside of the first skin. The first skin includes a first part and a second part. The second skin and the first part of the first skin together enclose and form a secondary air bladder for filling regulating gas in the bladder body. The second sub-skin covers the first sub-skin, and a plurality of main air ribs are provided between the first sub-skin and the second sub-skin. The plurality of main air ribs are spaced between the first sub-skin and the second sub-skin to create a gas flow space that covers the main airbag. The air pump is used to fill the gas flow space with medium gas, and the separation unit is used to separate the buoyancy gas from the mixture of medium gas in the gas flow space and buoyancy gas leaking into the gas flow space, and send the separated buoyancy gas back to the main air bag. The continuous reciprocating closing mechanism includes a first structural member, a second structural member, and at least one electrically controlled sliding member. The first structural member is fixedly connected to a first portion of the first skin, and the second structural member is fixedly connected to the second skin. The electrically controlled sliding member is used to separate or lock the first structural member and the second structural member to limit the current maximum volume of the auxiliary airbag.

[0005] Optionally, the first sub-skin has a first conductive layer inside, and the second sub-skin has a second conductive layer inside. The first conductive layer and the second conductive layer are used to carry charges of the same polarity by being subjected to a voltage, so as to repel each other based on Coulomb force and stabilize the gas flow space.

[0006] Optionally, multiple auxiliary air ribs are also provided between the first sub-skin and the second sub-skin.

[0007] Optionally, the air pump is used to fill the gas flow space with medium gas through the main air rib and / or the auxiliary air rib.

[0008] Optionally, the airship further includes a distribution airbag, with a first end of the main air rib connected to the air pump and a second end connected to the distribution airbag, the distribution airbag being connected to the gas flow space.

[0009] Optionally, a one-way valve is provided at the second end of the main air rib.

[0010] Optionally, the auxiliary air ribs in the first part of the first skin are spider web-shaped auxiliary air ribs, and the auxiliary air ribs in the second part of the first skin are grid-shaped auxiliary air ribs.

[0011] Optionally, at least a portion of the main air ribs are positioned at locations corresponding to the edge regions of the second skin.

[0012] Optionally, the second skin has a third conductive layer inside, and the second conductive layer and the third conductive layer are used to carry charges of opposite polarities by being subjected to a voltage, so as to attract each other based on Coulomb forces.

[0013] Optionally, the first sub-skin includes a first barrier layer, a first conductive layer, and a second barrier layer arranged sequentially from the outside to the inside; the second sub-skin of the second part of the first skin includes a first weather-resistant layer, a second conductive layer, and a third barrier layer arranged sequentially from the outside to the inside; the second sub-skin of the first part of the first skin includes a fourth barrier layer, a second conductive layer, and a third barrier layer arranged sequentially from the outside to the inside; and the second skin includes a second weather-resistant layer, a third conductive layer, and a fifth barrier layer arranged sequentially from the outside to the inside.

[0014] Optionally, the airship further includes an auxiliary airbag connected to the separation unit and the air pump respectively. The air pump is used to fill the gas flow space with the medium gas filled in the auxiliary airbag, and the separation unit is also used to send the separated medium gas back to the auxiliary airbag.

[0015] Optionally, the continuous reciprocating closing mechanism includes two electrically controlled sliding members, which are used to separate the first structural member and the second structural member from the center of the first structural member towards both ends, or to lock the first structural member and the second structural member from both ends of the first structural member towards the center.

[0016] Optionally, the two electrically controlled sliders have the same stroke from the center of the first structural member towards both ends.

[0017] Optionally, the airship includes a plurality of continuous reciprocating closing mechanisms, wherein the second structural members of the plurality of continuous reciprocating closing mechanisms extend circumferentially along the capsule and are spaced apart axially along the capsule.

[0018] Optionally, the airship includes multiple continuous reciprocating closing mechanisms, and the stroke setting ratio of the electrically controlled sliding members of each continuous reciprocating closing mechanism is the same. The stroke setting ratio is the ratio of the stroke setting value of each electrically controlled sliding member to the maximum stroke value.

[0019] Optionally, the airship further includes an inflation / deflation unit for inflating and deflation of regulating gas into and out of the auxiliary airbag, wherein the first speed at which the inflation / deflation unit inflates or deflates the regulating gas into the auxiliary airbag is matched with the second speed at which the electrically controlled sliding member separates from or locks the first structural member and the second structural member.

[0020] The beneficial effects of this application are as follows: This application creates a relatively stable gas flow space by setting multiple main air ribs between the first and second sub-skins. This creates two pressure gradients between the main airbag and the outside atmosphere, designed to reduce the diffusion rate of buoyant gases, such as helium, towards the outside atmosphere. The existence of this gas flow space prevents buoyant gas leaking from the main airbag from directly leaking into the outside atmosphere. Instead, it mixes with the medium gas in the gas flow space to form a mixed gas. Because the medium gas has a flow velocity along the pump-gas flow space-separation unit path, the buoyant gas in the mixed gas is almost entirely prevented from leaking from the second sub-skin and is sent to the separation unit. Based on this relatively stable gas flow space, the separation unit can effectively separate and recover buoyant gas leaking into the gas flow space, effectively achieving the recycling of buoyant gas, effectively avoiding irreversible loss of buoyant gas, effectively saving the operating cost of the airship, and extending the airship's aloft duration to several decades, enabling efficient and sustainable operation of the wind power platform. The thin-layered gas flow space, with a thickness on the millimeter level, offers advantages such as reduced medium gas consumption, saving energy for the air pump and separation unit, and ensuring efficient separation and recovery of buoyancy gas. Furthermore, the continuous reciprocating closing mechanism ensures that the first part of the first skin remains flat, maintaining the continuity of the gas flow space during changes in the volume of the auxiliary airbag. This guarantees complete coverage of the main airbag and stable operation of the buoyancy gas circulation system. Simultaneously, it precisely limits the maximum current volume of the auxiliary airbag, thereby limiting the amount of regulating gas within it. Combined with the regulating gas inflation / deflation control of the airship's inflation / deflation unit, the amount of regulating gas in the auxiliary airbag can be precisely controlled, thus precisely controlling the overall density of the airbag and improving the airship's altitude adjustment accuracy. Attached Figure Description

[0021] The specific embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0022] Figure 1 A schematic diagram of the capsule of the airship provided in the embodiment of this application is shown.

[0023] Figure 2 A schematic diagram of a cross-section of the cyst is shown.

[0024] Figure 3 A schematic diagram of a partial structure of the cyst is shown.

[0025] Figure 4 A schematic diagram of the gas flow channel is shown.

[0026] Figure 5A schematic diagram of a skin piece used to assemble the second part of the first skin is shown.

[0027] Figure 6 A schematic diagram is shown of another piece of skin used to join the first skin.

[0028] Figure 7 This diagram shows three stitched skin pieces used to join the first skin.

[0029] Figure 8 A schematic diagram showing the auxiliary air ribs of the second part of the first skin.

[0030] Figure 9 A cross-sectional schematic diagram showing the location of the auxiliary air ribs on the first skin is shown.

[0031] Figure 10 This diagram shows the auxiliary air ribs in a local area of ​​the first skin when the auxiliary airbag has a first volume.

[0032] Figure 11 This diagram shows the auxiliary air ribs in a local area of ​​the first skin when the auxiliary airbag has a second volume larger than the first volume.

[0033] Figure 12 A schematic diagram showing the mutual adsorption between the first part of the first skin and the second skin based on Coulomb forces is shown.

[0034] Figure 13 This is a partially enlarged schematic diagram showing the mutual adsorption between the first part of the first skin and the second skin based on Coulomb forces.

[0035] Figure 14 This diagram illustrates the distribution of multiple continuously reciprocating closing mechanisms in an embodiment of this application.

[0036] Figure 15 Show corresponding Figure 2 A schematic diagram of the volume of the auxiliary gasbag filled with regulating gas in the bladder.

[0037] Figure 16 A simplified cross-sectional view of the cyst is shown.

[0038] Figure 17 Show corresponding Figure 16 A schematic diagram of the volume of the auxiliary gasbag filled with regulating gas in the bladder.

[0039] Figure 18 A simplified cross-sectional view of the cyst is shown.

[0040] Figure 19 Show corresponding Figure 18 A schematic diagram of the volume of the auxiliary gasbag filled with regulating gas in the bladder.

[0041] Figure 20 A schematic diagram of an electronically controlled zipper assembly is shown.

[0042] Figure 21 This diagram shows the electronically controlled meshing head separating the first meshing tooth from the second meshing tooth.

[0043] Explanation of reference numerals in the attached figures: 100. Aircraft body; 1101. First sub-skin; 1102. Second sub-skin; 11011. First conductive layer; 11021. Second conductive layer; 1103. Main air rib; 1105. Gas flow space; 140. Air pump; 150. Separation unit; 160. Distribution airbag; 170. Auxiliary airbag; 180. Main airbag; 401. First gas pipeline; 402. Second gas pipeline; 403. Third gas interface; 404. Third gas pipeline; 405. Fourth gas pipeline; 406. Fifth gas pipeline; 407. Sixth gas pipeline; 600. First skin piece; 603. Main air rib Part; 1104, Auxiliary air rib; 604, Auxiliary air rib part; 120, Second skin; 1108, First part of the first skin; 1109, Second part of the first skin; 11012, First barrier layer; 11013, Second barrier layer; 11022, First weather-resistant layer; 11023, Third barrier layer; 11024, Fourth barrier layer; 1201, Second weather-resistant layer; 1202, Third conductive layer; 1203, Fifth barrier layer; 130, Continuous reciprocating closing mechanism; 1301, First structural component; 1302, Second structural component; 1303, Electrically controlled sliding component; 13021, Tooth groove; 13031, Gear. Detailed Implementation

[0044] To more clearly illustrate this application, the following description, in conjunction with embodiments and accompanying drawings, further clarifies the application. Similar components in the drawings are indicated by the same reference numerals. Those skilled in the art should understand that the specific description below is illustrative rather than restrictive and should not be construed as limiting the scope of protection of this application.

[0045] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0046] It should also be noted that, in the description of this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0047] The leakage rate of buoyancy gas in the main airbag of an aerostat is typically related to various parameters, including the properties of the main airbag skin material, the main airbag structure, temperature, pressure, and the size and velocity of gas molecules. To address buoyancy gas leakage, related technologies primarily focus on the design of the main airbag skin material and the sealing design of the main airbag structure to reduce the leakage rate. However, even in a completely sealed environment, leakage of buoyancy gas in the main airbag can still occur. Therefore, related technologies have proposed using a double-layer flexible structure for the outer wall of the main airbag, forming a sandwich unit between the inner and outer layers to allow the filling medium gas to pass through. This creates two pressure gradients between the main airbag and the outside atmosphere, thereby reducing the leakage rate. However, after further research, the inventors of this application discovered that, in this scheme, since both the inner and outer skins are flexible structures, it is difficult to ensure the smooth flow of gas in the sandwich unit by relying solely on the pressure of the injected medium gas. For example, factors such as the pressure regulation of the medium gas and the volume changes of the expansion / contraction of the auxiliary airbag may cause deformation, wrinkles, or collapse of the double-layer skin forming the sandwich unit, resulting in one or more blockages in the gas space. This makes it impossible to ensure that the gas space fully covers the main airbag, and the buoyancy gas will still leak to a certain extent.

[0048] In view of this, one embodiment of this application provides an airship, including a first skin, at least one second skin, at least one continuous reciprocating closing mechanism, an air pump, and a separation unit; The first skin includes a first sub-skin and a second sub-skin. The first sub-skin encloses and forms a main air bladder for filling buoyancy gas in the bladder body of the airship. The second skin covers at least part of the bottom of the bladder body. The edge of the second skin is sealed and fixed to the outside of the first skin. The first skin includes a first part and a second part. The second skin and the first part of the first skin together enclose and form a secondary air bladder for filling regulating gas in the bladder body. The second sub-skin covers the first sub-skin, and a plurality of main air ribs are provided between the first sub-skin and the second sub-skin. The plurality of main air ribs are spaced between the first sub-skin and the second sub-skin to create a gas flow space that covers the main airbag. The air pump is used to fill the gas flow space with medium gas, and the separation unit is used to separate the buoyancy gas from the mixture of medium gas in the gas flow space and buoyancy gas leaking into the gas flow space, and send the separated buoyancy gas back to the main air bag. The continuous reciprocating closing mechanism includes a first structural member, a second structural member, and at least one electrically controlled sliding member. The first structural member is fixedly connected to a first portion of the first skin, and the second structural member is fixedly connected to the second skin. The electrically controlled sliding member is used to separate or lock the first structural member and the second structural member to limit the current maximum volume of the auxiliary airbag.

[0049] The calculation of the main airbag leakage rate is typically based on principles of gas dynamics and materials science. Below is a simplified formula for calculating the gas leakage rate of the main airbag skin membrane:

[0050] in, is the leakage rate of the main airbag skin, expressed as gas volume / time; P is the gas diffusion coefficient, representing the volume of gas passing through a unit area of ​​the membrane per unit time. For pressure difference, The thickness is the thin film thickness.

[0051] Based on the above, in order to reduce the leakage rate of buoyancy gas in the main airbag, the thickness of the main airbag skin can be increased, or a coating with better performance can be used to reduce the gas diffusion coefficient. However, for buoyancy gases such as hydrogen and helium, the above methods not only increase costs, but also cannot guarantee the maintenance of an extremely low leakage rate for a long time. These methods are particularly ineffective in reducing leakage rate for airships at high altitudes.

[0052] Therefore, in the airship provided in this embodiment, the first skin, comprising a first sub-skin and a second sub-skin, forms a gas flow space for the medium gas, creating two pressure gradients between the main airbag and the outside atmosphere, thereby reducing the leakage rate of buoyancy gas. Furthermore, the airship provided in this embodiment is also designed with an air pump and a separation unit to complement the aforementioned stable gas flow space. The air pump fills the gas flow space with medium gas through the main air rib, and the separation unit separates the buoyancy gas from the mixture of the medium gas in the gas flow space and the buoyancy gas leaking into the gas flow space, returning the separated buoyancy gas to the main airbag to form a buoyancy gas circulation system.

[0053] Based on this, the airship provided in this embodiment creates a relatively stable gas flow space by setting multiple main air ribs between the first sub-skin and the second sub-skin. The existence of this gas flow space prevents the buoyancy gas leaking from the main airbag from directly leaking into the outside atmosphere; instead, it mixes with the medium gas in the gas flow space to form a mixed gas. Furthermore, the airship provided in this embodiment is also designed with an air pump and a separation unit to complement the aforementioned relatively stable gas flow space. The air pump fills the gas flow space with medium gas, and the separation unit separates the buoyancy gas from the mixed gas formed by the medium gas in the gas flow space and the buoyancy gas leaking into the gas flow space. The separated buoyancy gas is then returned to the main airbag, forming a buoyancy gas circulation system.

[0054] Because the medium gas has a flow velocity in the "air pump-gas flow space-separation unit" path under the action of the air pump, the buoyant gas in the mixed gas will basically not leak from the second sub-skin and will be completely sent to the separation unit. Based on the formation of a relatively stable gas flow space, the separation unit can effectively separate and recover the buoyant gas that leaks into the gas flow space, effectively realizing the recycling of buoyant gas, effectively avoiding irreversible loss of buoyant gas, effectively saving the operating cost of the aerostat, and extending the aerostat's stationary time to several decades, achieving efficient and sustainable operation of the wind power platform. The thin-layered gas flow space can achieve a thickness of millimeters, which has advantages such as reducing the amount of medium gas used, saving energy consumption of the air pump and separation unit, and ensuring the separation and recovery efficiency of the buoyant gas.

[0055] The inventors discovered that currently, the amount of regulating gas in the auxiliary airbag is determined by the inflation / deflation unit, which includes, for example, a fan and inflation / deflation valves, regulating the inflation / deflation of the auxiliary airbag. On one hand, when the auxiliary airbag undergoes volume changes due to inflation or deflation of the regulating gas, the first part forming the first skin of the auxiliary airbag may deform, wrinkle, or collapse. Although the first and second sub-skins in this embodiment have formed a relatively stable gas flow space based on the spacing between the main air ribs, deformation, wrinkling, or collapse of the first part of the first skin can still affect the smooth flow of the mixed gas in the gas flow space, and even... The deformation, wrinkling, and collapse of the first part of the skin are relatively large. For example, in many places, the first and second sub-skins have been folded at an angle of nearly 180°. Although there may still be space for gas flow between the first and second sub-skins based on the spacing between the main air ribs, the flow rate of the mixed gas will inevitably be greatly affected. In extreme cases, even blockage may occur. On the other hand, the control accuracy of the amount of regulating gas in the auxiliary airbag is difficult to guarantee. If the inflation and deflation unit inflates or deflates the auxiliary airbag too much or too little, the amount of regulating gas in the auxiliary airbag will deviate, thus affecting the altitude adjustment accuracy of the airship.

[0056] In the airship provided in this embodiment, by setting a continuous reciprocating closing mechanism, on the one hand, it is beneficial for the first part of the first skin to always be in a flat state, ensuring the continuity of the gas flow space of the first part of the first skin during the change of the auxiliary airbag volume, ensuring that the gas flow space fully covers the main airbag, and ensuring the stable operation of the buoyancy gas circulation system; on the other hand, it can precisely limit the current maximum volume of the auxiliary airbag, thereby limiting the amount of regulating gas in the auxiliary airbag. Thus, in conjunction with the regulating gas inflation and deflation volume control of the airship's inflation and deflation unit, the amount of regulating gas in the auxiliary airbag can be precisely controlled, thereby precisely controlling the overall density of the airbag and improving the height adjustment accuracy of the airship.

[0057] For example, when the airship needs to descend from its current altitude to a target altitude, the volume setting value of the auxiliary airbag corresponding to the target altitude can be determined based on the set value of the regulating gas inflation amount corresponding to the target altitude. This allows for the determination of the stroke setting value for the electrically controlled sliding member to separate the first and second structural components. Based on the stroke setting value, the electrically controlled sliding member is controlled to separate the first and second structural components to increase the current maximum volume of the auxiliary airbag to the set volume value. Thus, based on the airship's inflation / deflation unit inflating the auxiliary airbag according to the regulating gas inflation amount setting value, or the inflation / deflation unit being directly set to continuous inflation, the electrically controlled sliding member of the continuous reciprocating closing mechanism slides to separate the first and second structural components according to the stroke setting value, thereby limiting the current maximum volume of the auxiliary airbag. This precisely limits the amount of regulating gas in the auxiliary airbag. Even if the airship's inflation / deflation unit inflates too much, the excess cannot be inflated because the continuous reciprocating closing mechanism limits the maximum volume of the auxiliary airbag. For example, the state corresponding to the highest altitude of the airship can be set such that the amount of regulating gas in the auxiliary airbag is zero, that is, the electronically controlled sliding component fully locks the first structural component and the second structural component, the current maximum volume of the auxiliary airbag is zero, and the second skin is attached to the first part of the first skin.

[0058] For example, when the airship needs to ascend from its current altitude to a target altitude, the airship's inflation / deflation unit can discharge the regulating gas from the auxiliary airbag according to the set value of the regulating gas inflation volume. Then, the electrically controlled sliding member of the continuous reciprocating closing mechanism can slide and lock the first and second structural members at the set value of the stroke, thereby limiting the current maximum volume of the auxiliary airbag. This precisely limits the amount of regulating gas in the auxiliary airbag. Even if the airship's inflation / deflation unit discharges less gas, the less than expected portion will be squeezed out because the continuous reciprocating closing mechanism limits the maximum volume of the auxiliary airbag. Furthermore, the action of the electrically controlled sliding member locking the first and second structural members can improve the discharge efficiency.

[0059] In a specific example, such as Figures 1 to 14As shown, the airship provided in this embodiment includes a capsule 100, an air pump 140 and a separation unit 150. The capsule 100 includes a first skin, a second skin 120 and a plurality of continuous reciprocating closing mechanisms 130. The first skin includes a first sub-skin 1101 and a second sub-skin 1102. The first sub-skin 1101 encloses and forms the main airbag 180 of the airbag body 100 for filling with buoyancy gas. The second skin 120 covers at least part of the bottom of the airbag body 100. The edge of the second skin 120 is sealed and fixed to the outer side of the first skin. The first skin includes a first part 1108 and a second part 1109. The second skin 120 and the first part 1108 of the first skin together enclose and form the auxiliary airbag of the airbag body 100 for filling with regulating gas. The second sub-skin 1102 covers the first sub-skin 1101. Multiple main air ribs 1103 are provided between the first sub-skin 1101 and the second sub-skin 1102. The multiple main air ribs 1103 are spaced between the first sub-skin 1102 and the second sub-skin 1103 to form a gas flow space 1105 that covers the main airbag 180. The air pump 140 is used to fill the gas flow space 1105 with medium gas, and the separation unit 150 is used to separate the buoyant gas from the mixture of medium gas in the gas flow space 1105 and buoyant gas leaking into the gas flow space 1105, and send the separated buoyant gas back to the main air bag 180. The continuous reciprocating closing mechanism 130 includes a first structural member 1301, a second structural member 1302, and at least one electrically controlled sliding member 1303. The first structural member 1301 is fixedly connected to a first portion 1108 of the first skin, and the second structural member 1302 is fixedly connected to the second skin 120. The electrically controlled sliding member 1303 is used to separate or lock the first structural member 1301 and the second structural member 1302 to limit the current maximum volume of the auxiliary airbag.

[0060] The buoyancy gas filled in the main airbag 180 has a density less than that of air, so that the airbag 100 can float at high altitudes under the influence of buoyancy. For example, the buoyancy gas can be helium (He) or hydrogen (H2). Preferably, helium is safer than hydrogen for airbags, but it is relatively more expensive. The buoyancy gas can be selected according to the actual situation. For example, helium can be selected as the buoyancy gas in this embodiment.

[0061] For example Figure 3 and Figure 5As shown, the first skin is assembled from multiple first skin panels 600. Each first skin panel 600 includes a first sub-skin, a main air rib 603, and a second sub-skin stacked together. After the multiple first skin panels 600 are assembled, a first skin including a first sub-skin 1101, a main air rib 1103, and a second sub-skin 1102 stacked together is obtained. The first skin panels 600 can be assembled by hot-press welding. For example, a welding strip for fixing and connecting adjacent first skin panels and a sealing strip for sealing are formed on the outside of the second sub-skin at the splicing position. The splicing position can also be sealed by sealing adhesives and other sealing technologies to ensure a tight seal of the mixed gas in the gas flow space. It is understood that the above sealing technology should be able to withstand the extreme temperature and pressure changes at high altitudes.

[0062] In one possible implementation, the air pump is used to fill the gas flow space with medium gas through the main air rib.

[0063] Continuing with the previous example, for instance, a hollow tubular main air rib not only serves as a support between the first sub-skin and the second sub-skin and limits the distance between them, but also functions as a gas channel for the air pump to fill the gas flow space with medium gas.

[0064] For example Figure 3 and Figure 5 As shown, when the first skin panels 600 are spliced, the main air ribs 603 in adjacent first skin panels 600 are connected and joined together, forming the main air rib 1103 of the first skin panel located on the circumferential surface of the main airbag 180 and approximately along the axial direction of the airbag body 100. Figures 1 to 3 (Extends in the X direction).

[0065] For example Figures 1 to 3 As shown, the second skin 120 covers part of the bottom of the capsule 100 (the lower part of the capsule 100 in the Z-axis direction), and the edge of the second skin 120 is sealed and fixed to the outer side of the first skin. The first skin includes a first part 1108 and a second part 1109. The second skin 120 and the first part 1108 of the first skin together enclose and form a secondary airbag for filling the bladder 100 with regulating gas. It can be understood that the first skin including a first sub-skin 1101 and a second sub-skin 1102 is a structure in the thickness direction of the first skin. The first skin including a first part 1108 and a second part 1109 is a division of the first skin from the regions of the first skin that constitute the main airbag and the secondary airbag. It can also be understood that the second sub-skin 1102 of the first part 1108 of the first skin and the second skin 120 together enclose and form the secondary airbag, and the first sub-skin 1101 of the first part 1108 of the first skin and the first sub-skin 1101 of the second part 1109 of the first skin together enclose and form the main airbag 180.

[0066] The edge of the second skin 120 is sealed and fixed to the outer side of the first skin near the junction of the first part 1108 and the second part 1109 of the first skin. It can be located exactly at the junction of the first part 1108 and the second part 1109 of the first skin, or it can be biased towards the second part 1109 of the first skin. This example does not make a specific limitation on this.

[0067] For example, the regulating gas filled in the auxiliary airbag may be air.

[0068] For example Figure 1 , Figure 2 and Figure 14 As shown, the airship includes multiple continuously reciprocating closing mechanisms 130. Each continuously reciprocating closing mechanism 130 includes a first structural member 1301, a second structural member 1302, and at least one electrically controlled sliding member 1303. The first structural member 1301 is fixedly connected to a first portion 1108 of a first skin, and the second structural member 1302 is fixedly connected to a second skin 120. The electrically controlled sliding member 1303 is used to separate or lock the first structural member 1301 and the second structural member 1302 to limit the current maximum volume of the auxiliary airbag. For example, the first structural member 1301, which is in the form of a guide rail, is fixedly connected to the side of the first portion 1108 of the first skin facing the second skin 120, and the second structural member 1302, which is in the form of a guide rail, is fixedly connected to the side of the second skin 120 facing the first portion 1108 of the first skin. The electrically controlled sliding member 1303 increases the current maximum volume of the auxiliary airbag when separating the first structural member 1301 and the second structural member 1302 in response to a remote control signal, and decreases the current maximum volume of the auxiliary airbag when locking the first structural member 1301 and the second structural member 1302 in response to a remote control signal. When the electrically controlled sliding member 1303 is fully locked to the first structural member 1301 and the second structural member 1302, and the current maximum volume of the auxiliary airbag is zero, the second skin 120 is attached to the first portion 1108 of the first skin.

[0069] For example, Remote control signal transmission can be achieved using wireless communication. The first wireless communication method: The airship is equipped with a communication unit including a first wireless communication module and a second communication module. Each continuously reciprocating closing mechanism 130 has an electrically controlled sliding member 1303 integrated with a third wireless communication module. The first wireless communication module is, for example, a 4G cellular network module, a 5G cellular network module, or a LoRa communication module. The second and third communication modules are, for example, WIFI communication modules. Ground personnel can use a terminal device, such as a handheld device, to send a wireless remote control signal to the first wireless communication module of the airship in the airborne state. After receiving the wireless remote control signal, the first wireless communication module forwards it to the second communication module, and then the second communication module forwards it to the third communication module to realize remote control of the electrically controlled sliding member 1303 of each continuously reciprocating closing mechanism 130.

[0070] The second wireless communication method: The electronically controlled sliding component 1303 integrates a fourth wireless communication module, such as a 4G cellular network module, a 5G cellular network module, or a LoRa communication module. Ground personnel can use a terminal device, such as a handheld device, to send a wireless remote control signal to the fourth wireless communication module in the airship in the stationary state to remotely control the electronically controlled sliding component 1303.

[0071] Compared to the first wireless communication method, the second wireless communication method has lower hardware costs and theoretically lower latency. However, since the electronically controlled sliding component 1303 is encased inside the capsule, 4G, 5G, and LoRa signals may be interfered with or blocked. The specific wireless communication method to be used can be selected based on factors such as the skin material and the location where the airship is stationed.

[0072] Remote control signal transmission can also be achieved using a combination of wired and wireless communication methods. For example, the airship can be equipped with a communication unit including a first wired communication module and a second wireless communication module. The anchoring base integrates the second wired communication module, and the electrically controlled sliding component 1303 integrates a third wireless communication module. The first and second wired communication modules are connected, for example, via a communication cable bound to the mooring cable. The second and third communication modules can be, for example, WIFI communication modules. Ground personnel can use, for example, an interactive device integrated into the anchoring base, to send remote control signals to the second wired communication module. Alternatively, the control signal can be sent to a wireless communication module integrated into the anchoring base, such as a 4G cellular network module, a 5G cellular network module, or a LoRa communication module, via a terminal device. The wireless communication module integrated into the anchoring base then forwards the signal to a second wired communication module. The second wired communication module then forwards the remote control signal to a first wired communication module of the airship in a stationary state via a communication cable. After receiving the remote control signal, the first wired communication module forwards it to the second communication module, which then forwards it to a third communication module to achieve remote control of the electrically controlled sliding component 1303.

[0073] For example Figures 2 to 4 As shown, the air pump 140 fills the gas flow space 1105 with medium gas through the main air rib 1103. The separation unit 150 separates the buoyant gas from the mixture of medium gas in the gas flow space 1105 and buoyant gas leaking into the gas flow space 1105, and sends the separated buoyant gas back to the main air bag 180, thereby realizing the separation of buoyant gas and medium gas and the recycling and reuse of buoyant gas. For example, the air pump 140 and the separation unit 150 are respectively arranged in the bag body 100. It should be noted that... Figure 4 The gas piping shown is only for illustrating the connection between unit components and does not imply that the gas piping must be laid out as shown in the figures. The mixed gas can enter the separation unit 150 in any feasible manner as indicated in the figures, and the buoyancy gas separated by the separation unit 150 can enter the main airbag in any feasible manner as indicated in the figures. Sealing techniques, such as heat welding or special adhesives, can be used at the gas piping interfaces to ensure a tight seal of the gas. These sealing techniques should be able to withstand the extreme temperature and pressure changes at high altitudes. For example, the streamlined design of the air pump 140 and the separation unit 150, respectively located within the airbag body 100, avoids disrupting the external contour of the airbag body 100. The separation unit 150, through a first gas interface (e.g., at its first end)... Figure 4 The left gas interface of the separation unit 150 receives the mixed gas in the gas flow space 1105 and delivers the separated buoyancy gas to the main airbag 180 through the second gas interface opened at its second end.

[0074] The gas propulsion for the buoyancy gas circulation system can be achieved by an air pump 140. For example, the air pump 140 injects medium gas at a set flow rate into one end of the main air rib 1103. After passing through the other end of the main air rib 1103, the medium gas maintains a certain flow rate and enters the gas flow space 1105. After forming a mixed gas with the buoyancy gas that has leaked into the gas flow space 1105, the mixed gas maintains a certain flow rate and enters the separation unit 150. Furthermore, a second air pump can be installed at the first gas interface of the separation unit 150 to assist in providing gas propulsion and ensure smooth operation of the gas circulation. Additionally, a third air pump can be installed at the second gas interface of the separation unit 150 to transport the buoyancy gas separated from the mixed gas back to the main airbag 180.

[0075] In this embodiment, the selection of the medium gas is based on its physicochemical properties, such as phase transition temperature, chemical stability, and heat of condensation. The phase transition temperature can be used to separate the buoyant gas from the medium gas in the gas mixture; for example, the selected medium gas has a higher liquefaction temperature than the buoyant gas. Chemical stability and heat of condensation are also crucial factors in selecting the medium gas. Chemical stability ensures that the medium gas does not react with the buoyant gas during storage and use, while heat of condensation affects the phase transition efficiency of the medium gas and the temperature control of the airship. The separation unit can employ various separation techniques based on physicochemical properties, such as differences in liquefaction temperature, adsorption selectivity, and diffusion rate, to effectively separate the buoyant gas from the gas mixture.

[0076] Specifically, For example, the separation unit includes a regulator, a separator, and a heat exchanger. The regulator may include, for example, a refrigeration unit for cooling the gas mixture and / or a compressor for pressurizing the gas mixture. When the buoyant gas is a substance that can be liquefied simply by pressurization, the regulator may only include a compressor for pressurizing the gas mixture. When the buoyant gas is a substance that can be liquefied simply by cooling, the regulator may only include a refrigeration unit for cooling the gas mixture. When the buoyant gas is a substance that can be liquefied by both cooling and pressurization, the regulator includes a refrigeration unit for cooling the gas mixture and a compressor for pressurizing the gas mixture.

[0077] After passing through a heat exchanger, the mixed gas enters a refrigeration unit for cooling and / or a compressor for pressurization. A separator then separates substances of different phases. The gaseous buoyant gas exits the separator through a first channel, while the liquid or solid substances corresponding to the phase-changing medium gas exit through a second channel. The first and / or second channels pass through a heat exchanger, allowing the separated buoyant gas and / or the liquid or solid substances corresponding to the phase-changing medium gas to exchange heat with the mixed gas to be separated. This achieves pre-cooling of the mixed gas while simultaneously raising the temperature of the separated buoyant gas and / or the liquid or solid substances corresponding to the phase-changing medium gas as needed. Finally, the separated buoyant gas can be returned to the main gas chamber via a gas pipeline.

[0078] The choice of medium gas affects both the buoyancy gas leakage rate and the separation effect. The physicochemical properties of various medium gases can be determined using physicochemical indicators such as phase diagrams. For example, the medium gas can be selected as a substance that undergoes a phase change more readily than buoyancy. Since the buoyancy gas is usually determined first, usable medium gases can be screened based on the phase change temperatures at various pressures where the buoyancy gas changes from a gaseous state to a liquid or solid state. In this embodiment, the phase change temperature refers to the highest temperature at which any gas changes from a gaseous state to another phase. Specifically, the phase change temperature at which a gas changes from a gaseous state to a liquid state at a certain pressure through cooling is the liquefaction temperature of that gas at that pressure, and the phase change temperature at which a gas changes from a gaseous state to a solid state at a certain pressure through cooling is the sublimation temperature of that gas at that pressure.

[0079] The phase transition temperature of a medium gas can be determined under different conditions based on its phase diagram and the triple point within the phase diagram. The phase transition temperature of different substances reflects the ease with which they undergo a phase transition under specific conditions. In this embodiment, under the same gas pressure, the phase transition temperature of the medium gas changing from a gaseous state to a liquid or solid state is higher than that of the buoyant gas changing from a gaseous state to a liquid or solid state. Furthermore, the ease with which different substances undergo a phase transition under specific conditions can also be determined using evaluation indicators related to enthalpy.

[0080] For example, when selecting a medium gas, the planned operating pressure of the medium gas can be determined first. Using this planned operating pressure and temperature (which is approximately equivalent to the ambient temperature of the outside atmosphere and is related to the altitude of the airship), substances currently in the gaseous state can be screened as candidate medium gases. Then, based on the planned separation pressure, the liquefaction temperature of each candidate medium gas under that pressure condition can be determined. By comparing the corresponding liquefaction temperature with the liquefaction temperature of the buoyancy gas and the planned operating temperature, substances with liquefaction temperatures higher than the buoyancy gas and close to the planned operating temperature can be selected as medium gases. The planned separation pressure can be the same as or different from the planned operating pressure. Furthermore, when screening medium gases, one or more factors can be considered, including cost, chemical properties, environmental friendliness, and solubility in the buoyancy gas.

[0081] After screening, the medium gas can come from or be composed of one of the following components: carbon dioxide (CO2), ethane (C2H6), methane (CH4), ammonia (NH3), chlorofluorocarbons (CFC), hydrochlorofluorocarbons (HCFC), hydrofluorocarbons (HFC), nitrous oxide (N2O), sulfur dioxide (SO2), and chlorine (Cl2).

[0082] In this embodiment, carbon dioxide (CO2) is selected as the medium gas. According to the three-phase diagram of carbon dioxide, its triple point is... At 56.6℃ and 5.11 atm, carbon dioxide at the planned operating pressure and temperature can fill the gas flow space in gaseous form and form a corresponding pressure gradient. Furthermore, at an altitude of, for example, 10,000 meters, the ambient air temperature (i.e., the planned operating temperature) is approximately... 50℃, which is higher than the triple point of carbon dioxide. At 56.6℃, carbon dioxide can exist in solid, liquid, or gaseous states, depending on the corresponding pressure value. At this temperature, pressures above the solid-liquid line indicate solid carbon dioxide, pressures below the gas-liquid line indicate gaseous carbon dioxide, and pressures between the solid-liquid and gas-liquid lines indicate liquid carbon dioxide. Therefore, by using a compressor to regulate the pressure of the mixed gas between the gas-liquid and solid-liquid lines corresponding to the planned operating temperature, gaseous carbon dioxide can be liquefied, thus separating it from buoyant gases such as helium. The advantages of using carbon dioxide as the medium gas also include: as a naturally occurring gas in the atmosphere, carbon dioxide has excellent environmental compatibility, reducing the system's environmental impact. Furthermore, carbon dioxide's thermodynamic properties allow it to remain gaseous under relatively high pressure and low temperature conditions at high altitudes, which is beneficial for maintaining the required pressure gradient in high-altitude environments. In addition, carbon dioxide has relatively high safety, minimal impact on materials, and its adaptability allows the system to maintain stable operation under different environmental conditions.

[0083] The following explanation uses carbon dioxide as the medium gas and helium as the buoyant gas as an example to further illustrate the separation unit.

[0084] When the medium gas is carbon dioxide and the buoyant gas is helium, the liquefaction temperature of the medium gas is higher than that of the buoyant gas. The separation method of the separation unit is to liquefy the gaseous carbon dioxide with a relatively higher liquefaction temperature in the mixed gas into liquid carbon dioxide, so as to achieve gas-liquid separation with gaseous helium, and then send the separated helium back to the main airbag.

[0085] The separation unit includes a parameter adjuster, a separator, and a heat exchanger. The parameter adjuster includes a refrigeration unit for cooling a mixture of carbon dioxide and helium. The separator is a gas-liquid separator.

[0086] After passing through the separation unit, the mixed gas first enters a heat exchanger. The heat exchanger lowers the temperature of the mixed gas by exchanging heat with a cooling medium (such as chilled water or refrigerant), thereby reducing the load on the subsequent refrigeration unit and improving condensation efficiency. The pre-cooled mixed gas is then sent to the refrigeration unit. The refrigeration unit, for example, employs multi-stage refrigeration technology to further lower the temperature of the mixed gas to the liquefaction temperature of carbon dioxide. At this temperature, the gaseous carbon dioxide in the mixed gas is condensed into liquid carbon dioxide, while helium, due to its even lower liquefaction temperature, remains gaseous.

[0087] The condensed liquid carbon dioxide and gaseous helium enter the gas-liquid separator. Here, due to the density difference, the liquid carbon dioxide settles to the bottom of the gas-liquid separator, while the gaseous helium remains at the top, thus achieving the separation of carbon dioxide and helium. In addition, auxiliary mechanisms such as cyclone separators can be installed in the gas-liquid separator to improve the efficiency and effectiveness of gas-liquid separation.

[0088] The separated liquid carbon dioxide and gaseous helium return to the heat exchanger through different channels, where their temperatures are restored. The liquid carbon dioxide, after being processed by the heat exchanger, is converted back into gaseous carbon dioxide and can be refilled into the gas flow space, while the separated helium is refilled into the main gasbag.

[0089] After passing through a heat exchanger, the gas enters the refrigeration unit for cooling and / or the compressor for pressurization. A separator then separates substances of different phases. The gaseous buoyant gas exits the separator through the first gas channel, while the liquid or solid substances corresponding to the phase-changing medium gas exit through the second channel. The first and / or second channels pass through a heat exchanger, allowing the separated buoyant gas and / or the liquid or solid substances corresponding to the phase-changing medium gas to exchange heat with the mixed gas to be separated. This achieves pre-cooling of the mixed gas while simultaneously raising the temperature of the separated buoyant gas and / or the liquid or solid substances corresponding to the phase-changing medium gas as needed. Finally, the separated buoyant gas returns to the main gas chamber via a gas pipeline. The waste heat generated during liquid separation can also be used to power the air pump and other components, thus achieving energy recycling.

[0090] For example, multiple temperature sensors and pressure transmitters can be installed at different locations on various pipelines within the separation unit to monitor and adjust temperature and pressure in real time, ensuring the accuracy and safety of gas-liquid separation operating conditions. Furthermore, the separation unit can be equipped with control elements to automate the entire workflow and control the operation of each component.

[0091] For example, the airship's capsule 100 can be connected to a tether cable. One end of the tether cable is fixedly connected to an anchoring mechanism located on the outer surface of the capsule 100, and the other end of the tether cable can be connected to an anchoring base located on the ground, so that the anchoring base can provide a certain pulling force to the airship's capsule 100 through the tether cable, keeping the airship stationary in a preset area.

[0092] For example, the aerostat in this example can be an aerostat of a wind power generation platform, which includes the aerostat of this example and a wind turbine generator set installed on the aerostat. The wind turbine generator set is configured to capture high-altitude wind energy and convert it into electrical energy to achieve wind power generation. The wind power generation platform also includes a power transmission cable tied to the aforementioned mooring cable. The electrical energy obtained by the wind turbine generator set is transmitted to ground equipment for energy storage or connected to the power grid through the power transmission cable. In addition, modules and devices on the aerostat that require power supply can also be powered by inverting and transforming the electrical energy obtained by the wind turbine generator set.

[0093] In one possible implementation, the first sub-skin has a first conductive layer, and the second sub-skin has a second conductive layer. The first and second conductive layers are charged with the same polarity by an applied voltage, repelling each other based on Coulomb forces to stabilize the gas flow space. In this implementation, by providing conductive layers with the same polarity in the first and second sub-skins forming the gas flow space, a stable electrostatic field is created. The flexible first and second sub-skins, spaced apart by the main air ribs, repel each other based on Coulomb forces to form a stable, non-deformable, non-collapsed, and wrinkle-free gas flow space that fully covers the main airbag. The existence of the gas flow space prevents the buoyant gas leaking from the main airbag from directly leaking into the outside atmosphere; instead, it mixes with the medium gas within the gas flow space to form a mixed gas.

[0094] Because the medium gas has a flow velocity in the "air pump-gas flow space-separation unit" path under the action of the air pump, the buoyant gas in the mixed gas will basically not leak from the second sub-skin and will be completely sent to the separation unit. Based on the formation of a stable gas flow space, the separation unit can effectively separate and recover the buoyant gas that leaks into the gas flow space, effectively realizing the recycling of buoyant gas, effectively avoiding irreversible loss of buoyant gas, effectively saving the operating cost of the aerostat, and extending the aerostat's stationary time to several decades, achieving efficient and sustainable operation of the wind power platform. The thin-layered gas flow space, with a thickness on the millimeter level, has advantages such as reducing the amount of medium gas used, easy stabilization of the gas flow space through main air rib support and Coulomb force repulsion, saving energy consumption of the air pump and separation unit, and ensuring the separation and recovery efficiency of the buoyant gas.

[0095] For example, the first conductive layer inside the first sub-skin and the second conductive layer inside the second sub-skin are respectively subjected to a positive voltage or a negative voltage through, for example, the positive or negative terminal of a DC high-voltage power supply. For instance, the first and second conductive layers are respectively subjected to a positive voltage, causing them to accumulate positive charges (the positive terminal of the DC high-voltage power supply transfers positive charges from the negative terminal to the positive terminal through a non-electrostatic force, such as chemical energy, while simultaneously transferring negative charges from the positive terminal to the negative terminal, creating a potential difference. When the positive terminal is connected to the first and second conductive layers, the positive terminal attracts electrons, causing the connected first and second conductive layers to lose electrons and become positively charged). This causes the first and second conductive layers to repel each other based on Coulomb forces. The magnitude of the Coulomb repulsion force is inversely proportional to the square of the distance between the first and second conductive layers; the smaller the distance, the greater the Coulomb repulsion force, and vice versa. Understandably, Coulomb repulsion alone is insufficient to maintain a fixed distance between the first and second conductive layers. Therefore, this embodiment also provides multiple main air ribs, such as hollow tubular main air ribs, between the first and second sub-skins. These ribs not only serve as gas channels for the air pump to fill the gas flow space with medium gas, but also provide support between the first and second sub-skins and limit the distance between them. For example, the main air ribs are fixedly connected to the first and second sub-skins respectively by bonding or other means, thereby limiting the distance between the first and second sub-skins, preventing them from moving too far apart, and ensuring the effectiveness of the Coulomb repulsion between the first and second conductive layers. To ensure the gas flow space fully covers the main airbag, the fixed connections between the main air rib and the first and second sub-skins are discontinuous. Furthermore, the connection positions between the main air rib and the first and second sub-skins are staggered. This ensures that the outer side of all locations on the outer wall of the main airbag is covered by the gas flow space, while also maintaining its continuity. In the area between the first and second sub-skins where there is no main air rib, the Coulomb repulsion between the first and second conductive layers effectively maintains the thickness of the gas flow space. A stable electrostatic field is formed between the first and second conductive layers, and their mutual repulsion based on Coulomb force ensures that the entire gas flow space remains undeformed, uncollapsed, and wrinkle-free, thus forming a stable gas flow space that fully covers the main airbag. From another perspective, the design of mutual repulsion between the first and second conductive layers based on Coulomb force also reduces the number of main air ribs used for support and restraint.

[0096] Continuing with the previous example, for example Figure 9As shown, the first sub-skin 1101 has a first conductive layer 11011 inside, and the second sub-skin 1102 has a second conductive layer 11021 inside. A plurality of main air ribs 1103 are provided between the first sub-skin 1101 and the second sub-skin 1102. The first conductive layer 11011 and the second conductive layer 11021 are used to carry charges of the same polarity by being subjected to voltage, so as to repel each other based on Coulomb force, thereby stabilizing the gas flow space 1105 covering the main airbag 180 between the first sub-skin 1101 and the second sub-skin 1102.

[0097] In one possible implementation, multiple auxiliary air ribs are further provided between the first sub-skin and the second sub-skin. Furthermore, the air pump is also used to fill the gas flow space with medium gas through the auxiliary air ribs. This implementation allows the medium gas to be filled into the gas flow space at more locations, improving the uniformity of medium gas filling.

[0098] Continuing with the previous example, for example Figure 3 and Figure 5 As shown, the first skin is composed of multiple first skin panels 600 spliced ​​together. Between the first sub-skin and the second sub-skin of each first skin panel 600, in addition to the main air rib 603, an auxiliary air rib 604 is also provided. For example... Figures 2 to 4 As shown, between the first sub-skin 1101 and the second sub-skin 1102 of the first skin obtained after splicing multiple first skin pieces 600, in addition to the main air rib 1103, there is also an auxiliary air rib 1104. For example Figure 3 and Figure 5 As shown, when the first skin panel 600 is spliced, the interfaces of the auxiliary air ribs 604 in adjacent first skin panels 600 are connected.

[0099] For example Figures 2 to 4 As shown, the air pump 140 fills the gas flow space 1105 with medium gas through the main air rib 1103 and the auxiliary air rib 1104. The separation unit 150 separates the buoyancy gas from the mixture of medium gas in the gas flow space 1105 and buoyancy gas that leaks into the gas flow space 1105, and sends the separated buoyancy gas back to the main air bag 180, thereby realizing the separation of buoyancy gas and medium gas and the recycling and reuse of buoyancy gas.

[0100] In one possible implementation, the aerostat further includes a distribution airbag, with a first end of the main air rib connected to the air pump and a second end connected to the distribution airbag, the distribution airbag being in communication with the gas flow space.

[0101] Continuing with the previous example, for example Figures 2 to 4As shown, the hollow space inside the main gas rib 1103 serves as a gas channel for the medium gas. The first end of the gas channel of the main gas rib 1103 (taking a local structure as an example, for example...) Figure 5 The upper ends of the two main air ribs 603 are connected to the air pump 140, and the second end (taking a local structure as an example, for example...) Figure 5 The lower ends of the two main air ribs 603 are connected to the distribution airbag 160. The air pump 140 injects medium gas at a set flow rate into the first end of the gas channel of the main air rib 1103. After passing through the second end of the gas channel of the main air rib 1103, the medium gas enters the distribution airbag 160. Since the second end of the gas channel of the main air rib 1103 continuously inputs medium gas into the distribution airbag 160, the medium gas in the distribution airbag 160 maintains a certain flow rate as it enters the gas flow space 1105 connected to the distribution airbag 160. The medium gas flowing into the gas flow space 1105 mixes with the buoyant gas leaking into the gas flow space, and then continues to maintain a certain flow rate for separation unit 150. It should be noted that... Figure 4 The diagram shows that the hollow space inside the main gas rib 1103, which serves as the gas channel for the medium gas, is isolated from the gas flow space 1105. However, in reality, the two are not in an outer-inner layer relationship between the second sub-skin 1102 and the first sub-skin 1101. In fact, the gas flow space 1105 is continuous and surrounds the main gas rib 1103.

[0102] In addition, for example Figure 3 and Figure 5 As shown, when the auxiliary gas rib 1104 is provided, the hollow space inside the auxiliary gas rib 1104 also serves as a gas channel for the medium gas. The first end of the gas channel of the auxiliary gas rib 1104 (taking a local structure as an example, for example...) Figure 5 The upper end of the central mesh-like auxiliary air rib 1104 is connected to the air pump 140, and the second end (taking a local structure as an example, for example...) Figure 5 The lower end of the grid-like auxiliary air rib 1104 is connected to the distribution airbag 160. The air pump 140 fills the medium gas into the first end of the gas channel of the main air rib 1103 and the first end of the gas channel of the auxiliary air rib 1104 at a set flow rate. After passing through the second end of the gas channel of the main air rib 1103 and the second end of the gas channel of the auxiliary air rib 1104, the medium gas enters the distribution airbag 160. Since the second end of the gas channel of the main air rib 1103 and the second end of the gas channel of the auxiliary air rib 1104 continuously inputs the medium gas into the distribution airbag 160, the medium gas in the distribution airbag 160 will maintain a certain flow rate and enter the gas flow space 1105 connected to the distribution airbag 160. After the medium gas flowing into the gas flow space 1105 and the buoyant gas leaking into the gas flow space 1105 form a mixed gas, it continues to enter the separation unit 150 at a certain flow rate.

[0103] In one possible implementation, a one-way valve is provided at the second end of the main air rib. This implementation effectively prevents turbulent airflow in the distribution airbag by using a one-way valve at the second end of the main air rib, completely preventing the mixed gas formed by the medium gas and the buoyant gas leaking into the gas flow space from entering the main air rib, thus ensuring the effective operation of the gas circulation system. Furthermore, a first one-way valve can be provided at the second end of the auxiliary air rib to achieve a similar effect.

[0104] Continuing with the previous example, the second end of the main air rib 1103 connected to the distribution air bladder 160 is provided with a one-way valve allowing gas to flow from the main air rib 1103 to the distribution air bladder 160, and the second end of the auxiliary air rib 1104 connected to the distribution air bladder 160 is provided with a first one-way valve allowing gas to flow from the auxiliary air rib 1104 to the distribution air bladder 160. Furthermore, in addition to the gas propulsion of the buoyancy gas circulation system being achieved by the air pump 140, a fourth air pump can be provided in the distribution air bladder 160 facing the gas flow space 1105 to assist in providing gas propulsion and ensure smooth operation of the gas circulation.

[0105] In one possible implementation, the auxiliary air ribs in the first part of the first skin are spider web-shaped auxiliary air ribs, and the auxiliary air ribs in the second part of the first skin are grid-shaped auxiliary air ribs. In this implementation, considering the volume changes of the auxiliary airbag due to expansion or contraction: On the one hand, for the first part of the first skin that is affected by the volume changes of the auxiliary airbag and is used to enclose the auxiliary airbag with the second skin to form the auxiliary airbag, the auxiliary air ribs in the first part of the first skin are set as spider web-shaped auxiliary air ribs. This allows the spider web-shaped auxiliary air ribs in the first part of the first skin to always change in the direction of the expansion or contraction of the auxiliary airbag, thereby avoiding deformation or twisting of the spider web-shaped auxiliary air ribs in the first part of the first skin due to the volume changes of the auxiliary airbag. This helps the first part of the first skin to always remain in a flat state, ensuring the continuity of the gas flow space in the first part of the first skin during the volume changes of the auxiliary airbag, ensuring that the gas flow space fully covers the main airbag, and ensuring the stable operation of the buoyancy gas circulation system. On the other hand, for the second part of the first skin that is not affected by the volume changes of the auxiliary airbag, the auxiliary air ribs in the second part of the first skin are set as grid-shaped auxiliary air ribs that are easier to prepare and can provide a stable gas flow space.

[0106] Continuing with the previous example, for example Figure 3 and Figure 5 As shown, the first skin is composed of multiple first skin panels 600 spliced ​​together. The auxiliary air rib 604 between the first sub-skin and the second sub-skin of the first skin panel 600, which corresponds only to the second part of the first skin, is a mesh-like auxiliary air rib. For example... Figure 6As shown, corresponding to the shape of the bladder 100 and the state where the auxiliary airbag has a certain volume, for the first skin piece 600, which partly corresponds to the first part 1108 of the first skin and partly corresponds to the second part 1109 of the first skin, the area corresponding to the second part 1109 of the first skin ( Figure 6 The auxiliary air ribs 604 at both ends of the first skin are mesh-shaped auxiliary air ribs, corresponding to the area of ​​the first part 1108 of the first skin. Figure 6 The auxiliary air rib 604 in the middle region is a spider web-shaped auxiliary air rib. Figure 7 Three were shown Figure 6 The diagram shown is a schematic of the first skin panel 600 after splicing. Figure 8 The diagram shows the distribution of the integral spiderweb-shaped auxiliary air ribs in the first part 1108 of the first skin and the mesh-shaped auxiliary air ribs in the second part 1109 of the first skin when the auxiliary airbag volume is close to zero.

[0107] For example, taking the mesh-like auxiliary air ribs in the second part 1109 of the first skin as an example, for instance... Figure 9 As shown, the mesh-like auxiliary air ribs have a double-layer structure. The first layer consists of multiple first auxiliary air ribs extending along direction A and spaced apart along direction B. The second layer consists of multiple second auxiliary air ribs extending along direction B and spaced apart along direction A. Figure 9 A cross-section shows a double-layer structure (in fact, the extension directions of the first and second auxiliary air ribs are, for example, orthogonal). Multiple first auxiliary air ribs are discontinuously fixedly connected to the first sub-skin 1101 in the second part 1109 of the first skin, and multiple second auxiliary air ribs are discontinuously fixedly connected to the second sub-skin 1102 in the second part 1109 of the first skin. The first and second auxiliary air ribs are fixedly connected at their intersection. Thus, the first and second auxiliary air ribs form a grid-like auxiliary air rib in the second part 1109 of the first skin. Based on the spacing of the main air rib 1103 and the Coulomb force repulsion, the grid-like auxiliary air ribs in the second part 1109 of the first skin are stretched to both sides to form a stable gas flow space 1105. Furthermore, the mesh-like auxiliary air ribs in the second part 1109 of the first skin can also be designed as a single-layer structure. The single-layer mesh-like auxiliary air ribs can be discontinuously fixedly connected to the first sub-skin 1101 and the second sub-skin 1102, respectively. The spiderweb-like auxiliary air ribs in the first part 1108 of the first skin can also be implemented in a similar manner as described above, with discontinuous fixed connections to the first sub-skin 1101 and the second sub-skin 1102, respectively.

[0108] In contrast, when the secondary airbag... Figure 8 The volume shown expands to near zero. Figure 10As shown, in the state with the first volume, the spiderweb-like auxiliary air ribs in the first part 1108 of the first skin can prevent deformation and twisting, and the first part 1108 of the first skin can be in a flat state, when the auxiliary airbag... Figure 10 The state shown, with the first volume, continues to expand to... Figure 11 As shown in the state with a larger second volume, the spider web-like auxiliary air ribs in the first part 1108 of the first skin can still avoid deformation and twisting, and the first part 1108 of the first skin can still be in a flat state. It can be seen that the above-mentioned auxiliary air rib structural design can ensure the continuity of the gas flow space of the first part 1108 of the first skin during the change of the auxiliary airbag volume, and ensure the stable operation of the buoyancy gas circulation system.

[0109] In one possible implementation, at least a portion of the main air ribs are positioned at the edge region corresponding to the second skin. In this implementation, considering the large folding angle of the first skin at the edge region corresponding to the second skin, especially when the auxiliary airbag is large, a main air rib is positioned between the first sub-skin and the second sub-skin of the first skin at the edge region corresponding to the second skin. This provides a curved transition for the first skin at that location, ensuring the first skin remains flat, maintaining the continuity of the gas flow space, and guaranteeing stable operation of the helium circulation system in the auxiliary airbag region.

[0110] Continuing with the previous example, for example Figure 2 As shown, from the cross-section of the capsule 100 (radial section, parallel to...) Figures 1 to 3 As can be seen from the YZ plane, at the edge of the second skin 120 extending along the axial direction (X direction) of the bladder 100, a plurality of main air ribs 1103 extending along the axial direction (X direction) of the bladder 100 are provided between the first sub-skin 1101 and the second sub-skin 1102 of the first skin. These main air ribs 1103 can provide a curved transition for the boundary area between the first part 1108 and the second part 1109 of the first skin, which is beneficial for the first skin to remain flat in this area with a large folding angle, thus ensuring the continuity of the gas flow space 1105.

[0111] In one possible implementation, the second skin has a third conductive layer inside. The second and third conductive layers are charged with opposite polarities by an applied voltage, attracting each other based on Coulomb forces. This implementation allows the first part of the first skin, which is not separated from the second skin, to adhere tightly to the second skin when the auxiliary airbag is inflated with a certain amount of regulating gas and is in an intermediate expansion state (i.e., not at maximum expansion). This ensures the first part of the first skin is in a taut state, facilitating its expansion, balance, wrinkle-free, and collapse-free operation. This also helps maintain the continuity of the gas flow space in the first part of the first skin during changes in the auxiliary airbag volume, ensuring complete coverage of the main airbag and stable operation of the buoyancy gas circulation system.

[0112] For example, the second conductive layer inside the second sub-skin of the first skin and the third conductive layer inside the second skin are respectively subjected to positive and negative voltages through, for example, the positive and negative terminals of a DC high-voltage power supply. For example, the second conductive layer is subjected to a positive voltage to accumulate positive charge, and the third conductive layer is subjected to a negative voltage to accumulate negative charge (the negative terminal of the DC high-voltage power supply accumulates a large number of electrons due to non-electrostatic forces such as chemical energy, making the negative terminal negatively charged. When the negative terminal is connected to the third conductive layer, since the potential of the third conductive layer is higher than that of the negative terminal, the electrons of the negative terminal will flow to the third conductive layer under the drive of the potential difference. The third conductive layer receives the excess electrons from the negative terminal, and there is no way for these electrons to flow out, so the third conductive layer is negatively charged due to the excess electrons). A stable electrostatic field is formed between the second and third conductive layers. The second and third conductive layers are mutually attracted and adhered based on Coulomb forces. The magnitude of the adsorption force can be adjusted by voltage. The greater the voltage difference, the stronger the Coulomb adsorption force and the more firmly the adsorption.

[0113] Continuing with the previous example, for example Figure 12 and Figure 13 As shown, the Coulomb adsorption force between the positively charged second conductive layer and the negatively charged third conductive layer causes the first part 1108 of the first skin and the second skin 120, which are not separated when the auxiliary airbag is in the intermediate inflated state, to be tightly adsorbed and attached.

[0114] The proposed implementation combines the design of "the second skin having a third conductive layer inside, the second conductive layer and the third conductive layer being used to carry opposite polarities of charge through the application of voltage, and attracting each other based on Coulomb force" with a continuous reciprocating closing mechanism. This ensures a tight adhesion between the first part of the first skin and the second skin in the locking area of ​​the first and second structural components through Coulomb force. The electrically controlled sliding component guides the separation and locking between the first and second structural components. In conjunction with the airship's inflation / deflation unit, regulating gas is injected into or discharged from the auxiliary airbag, allowing the first part of the first skin to be in a taut state. This design allows the first part of the first skin to be stretched, smooth, wrinkle-free, and without collapse under any volume of the auxiliary airbag. It also helps to ensure the continuity of the gas flow space in the first part of the first skin during changes in the volume of the auxiliary airbag, ensuring that the gas flow space fully covers the main airbag and ensuring the stable operation of the buoyancy gas circulation system. Furthermore, even when the auxiliary airbag has a certain volume (i.e., at least partially separated from the first and second structural components), the first part of the first skin constituting the auxiliary airbag can present a stable curved surface with a raised center and fitted sides. This facilitates precise control of the amount of regulating gas in the auxiliary airbag and helps to maintain the stability of the airship's attitude.

[0115] In this implementation, when combined with a continuous reciprocating closing mechanism, it should be noted that effective adsorption cannot occur when the second and third conductive layers are separated by a certain distance. Different voltages can be applied to the second and third conductive layers at different locations; for example, a smaller voltage difference in the separation area and a larger voltage difference in the locking area. This, combined with an electrically controlled sliding component to separate the first and second structural components, and the airship's inflation / deflation unit to fill or deflate the auxiliary airbag with regulating gas, assists in adjusting the volume of the auxiliary airbag. Alternatively, an electrically retractable, displaceable push rod can be installed on the electrically controlled sliding component to overcome the Coulomb adsorption force and separate the first part of the first skin from the second skin during separation, thus assisting in adjusting the volume of the auxiliary airbag. Alternatively, the gas flow rate during inflation / deflation can be increased directly to overcome the Coulomb adsorption force and assist in adjusting the volume of the auxiliary airbag.

[0116] Continuing with the previous example, for example Figure 12 and Figure 13 As shown, the Coulomb adsorption force between the positively charged second conductive layer 11021 and the negatively charged third conductive layer 1202 causes the first part 1108 of the first skin in the locking region to be tightly adsorbed and bonded to the second skin 120.

[0117] For example, for a secondary airbag with a projected area of ​​approximately 50 square meters, the second conductive layer 11021 and the third conductive layer 1202 can have a surface resistivity of approximately 10 Ω·cm. 5 Ω / m 2The carbon nanotube-modified polyurethane film, the fourth barrier layer 11024 of the second sub-skin 1102 of the first part 1108 of the first skin 1101, and the fifth barrier layer 1203 of the second skin 120 can be made of a polyimide film with a thickness of approximately 12 μm. By applying a voltage of, for example, 800V-1000V through a centralized DC high-voltage power supply, an adsorption pressure of not less than 400Pa can be generated between the first part 1108 of the first skin 1101 and the second skin 120. This pressure is sufficient to overcome the internal and external pressure difference under normal flight conditions and ensure that the first part 1108 of the first skin 1101 and the second skin 120 are tightly bonded in the locking area without wrinkles. Laboratory simulation tests (-50°C to +50°C, 1000 fatigue cycles) show that the adsorption force decay is less than 5%, which can meet the requirements for long-term airborne operation.

[0118] In one possible implementation, the first sub-skin includes a first barrier layer, a first conductive layer, and a second barrier layer arranged sequentially from the outside to the inside; the second sub-skin of the second part of the first skin includes a first weather-resistant layer, a second conductive layer, and a third barrier layer arranged sequentially from the outside to the inside; the second sub-skin of the first part of the first skin includes a fourth barrier layer, a second conductive layer, and a third barrier layer arranged sequentially from the outside to the inside; and the second skin includes a second weather-resistant layer, a third conductive layer, and a fifth barrier layer arranged sequentially from the outside to the inside.

[0119] This implementation reduces the permeability of buoyant gases, such as helium, in the main airbag through the second barrier layer; it achieves insulation and isolation between the first and second conductive layers (preventing short circuits that prevent the formation of electrostatic fields and Coulomb repulsion) and encloses the gas flow space through the first and third barrier layers; it achieves insulation and isolation between the second and third conductive layers (preventing charge neutralization that prevents the formation of electrostatic fields and Coulomb adsorption) and encloses the regulating gas in the auxiliary airbag through the fourth and fifth barrier layers; and it protects the inner structure of the airbag through the first and second weather-resistant layers.

[0120] For example Figure 2 , Figure 9 , Figure 12 and Figure 13As shown, the first sub-skin 1101 includes a first barrier layer 11012, a first conductive layer 11011, and a second barrier layer 11013 arranged sequentially from the outside to the inside. The second sub-skin 1102 of the second part 1109 of the first skin includes a first weather-resistant layer 11022, a second conductive layer 11021, and a third barrier layer 11023 arranged sequentially from the outside to the inside. The second sub-skin 1102 of the first part 1108 of the first skin includes a fourth barrier layer 11024, a second conductive layer 11021, and a third barrier layer 11023 arranged sequentially from the outside to the inside. The second skin 120 includes a second weather-resistant layer 1201, a third conductive layer 1202, and a fifth barrier layer 1203 arranged sequentially from the outside to the inside.

[0121] in, The first weather-resistant layer 11022 and the second weather-resistant layer 1201 are made of materials such as polyvinylidene fluoride (PVDF) film and ethylene-tetrafluoroethylene copolymer (ETFE) film, which can resist external environmental erosion, protect the inner structure, and especially resist strong ultraviolet radiation at high altitudes, avoid aging and degradation of the inner material, and extend the service life of the capsule 100.

[0122] The first conductive layer 11011, the second conductive layer 11021, and the third conductive layer 1202 can each be formed by an interlayer adhesive layer with added carbon elements. The material of the interlayer adhesive layer can be polyurethane (PU) hot melt adhesive film, modified acrylic ester adhesive, ethylene-vinyl acetate (EVA) adhesive, etc., which can achieve a strong composite between the first barrier layer 11012 and the second barrier layer 11013, the first weather-resistant layer 11022 and the third barrier layer 11023, the fourth barrier layer 11024 and the third barrier layer 11023, and the second weather-resistant layer 1201 and the fifth barrier layer 1203, avoiding delamination. For example, the bonding strength design of the interlayer adhesive layer can match the stretching and bending requirements of the skin without affecting the overall flexibility.

[0123] The first barrier layer 11012 of the first sub-skin is made of materials such as ethylene-vinyl alcohol copolymer (EVOH) film or polyvinylidene chloride (PVDC) film to prevent gas leakage and water vapor intrusion. In particular, it effectively blocks buoyant gases such as helium, reduces the permeability of buoyant gases in the main airbag, and ensures the buoyancy of the airship.

[0124] The second barrier layer 11013 of the first sub-skin, the third barrier layer 11023 of the second sub-skin 1102 of the second part 1109 of the first skin, the fourth barrier layer 11024 of the second sub-skin 1102 of the first part 1108 of the first skin, and the fifth barrier layer 1203 of the second skin need to possess both gas barrier and insulation properties. Modified ethylene-vinyl alcohol copolymer (EVOH) films, ceramic vapor-deposited composite films, or fluoroplastic films can be used to achieve both sealing requirements and excellent insulation performance. For example, modified EVOH films can be obtained by adding polyolefins (such as polyethylene PE) or polyurethane (PU); polyester (PET) or polypropylene (PP) can be used as the substrate, and silicon oxide (SiO2) can be vapor-deposited on its surface. x ) or aluminum oxide (AlO x A ceramic vapor-deposited composite film is obtained. The material for the fluoroplastic film can be polytetrafluoroethylene (PTFE) or ethylene-chlorotrifluoroethylene copolymer (ECTFE).

[0125] In one possible implementation, the airship includes multiple continuously reciprocating closing mechanisms, each with an electrically controlled sliding member having the same stroke setting ratio, which is the ratio of the set stroke value to the maximum stroke value of each electrically controlled sliding member. In this implementation, the design using multiple continuously reciprocating closing mechanisms ensures that the first part of the first skin remains flat and allows for more precise limitation of the current maximum volume of the auxiliary airbag. The identical stroke setting ratio of the electrically controlled sliding members in each continuously reciprocating closing mechanism also helps ensure that the shape of the auxiliary airbag filled with regulating gas is similar to that of the airbag body, which is beneficial for the airship's counterweight balance, maintaining attitude stability, and enabling smooth operation at high altitudes.

[0126] Continuing with the previous example, the electrically controlled sliding members 1303 of the multiple continuous reciprocating closing mechanisms 130 respond synchronously to the remote control signal, and synchronously separate or lock the first structural member 1301 and the second structural member 1302 in each continuous reciprocating closing mechanism 130, so that the area of ​​the auxiliary airbag corresponding to each continuous reciprocating closing mechanism 130 synchronously increases or decreases the current maximum volume.

[0127] It is understandable that for a second skin 120 of a secondary airbag, the multiple continuous reciprocating closing mechanisms 130 corresponding to each other can be individually controlled so that the separation stroke or locking stroke of the first structural member 1301 and the second structural member 1302 in each continuous reciprocating closing mechanism 130 is different. This is to enable the secondary airbags with different maximum volumes in each region defined by the multiple continuous reciprocating closing mechanisms 130 to have multiple morphologies, and to meet some secondary airbag morphology designs for specific needs.

[0128] For example: Assuming the current state is that the electrically controlled sliding members 1303 of each continuous reciprocating closing mechanism 130 are fully locked with the first structural member 1301 and the second structural member 1302, in each continuous reciprocating closing mechanism 130, after the electrically controlled sliding member 1303 responds to the first remote control signal and separates the first structural member 1301 and the second structural member 1302 by a first stroke setting ratio, it cooperates with the airship's inflation / deflation unit to inflate regulating gas into the auxiliary airbag. The volume of the auxiliary airbag is as follows: Figure 2 and Figure 15 As shown, it should be noted that, for example, Figure 1 , Figure 2 , Figure 14 and Figure 15 As shown, the cross-section (radial section, parallel to) of the capsule 100 in this example is... Figures 1 to 4The YZ plane in the image is roughly circular. Taking a circle as an example, the diameter of the circular cross-section of the capsule 100 gradually increases along the axial direction (X direction) of the capsule 100 from the first end (e.g., the head end) to the center, and gradually decreases from the middle to the second end (e.g., the tail end). The maximum stroke (or total stroke length) of the electrically controlled sliding member 1303 extending along the axial direction of the capsule 100 in each continuous reciprocating closing mechanism 130 is approximately equal to the length of the first structural member 1301 and the second structural member 1302, which can be understood as the first structural member 1301. The lengths of the guide rail structures formed by component 1301 and the second structural component 1302 are different. Therefore, the synchronous separation or locking of the first structural component 1301 and the second structural component 1302 in each of the aforementioned multiple continuous reciprocating closing mechanisms 130 should be understood as the ratio of the separation or locking of the first structural component 1301 to the second structural component 1302 in each of the multiple continuous reciprocating closing mechanisms 130 being synchronous. For example, the electrically controlled sliding member 1303 of each continuous reciprocating closing mechanism 130 can separate the first structural member 1301 and the second structural member 1302 in each continuous reciprocating closing mechanism 130 from a fully locked state to a state of 20% separation and 80% locking, or the electrically controlled sliding member 1303 of each continuous reciprocating closing mechanism 130 can lock the first structural member 1301 and the second structural member 1302 in each continuous reciprocating closing mechanism 130 from a state of 70% separation and 30% locking to a state of 40% separation and 60% locking. For example, if the maximum stroke of the electrically controlled slider 1303 of the first continuous reciprocating closing mechanism 130 located near the head end of the bladder body 100 is 30 meters, and the maximum stroke of the electrically controlled slider 1303 of the second continuous reciprocating closing mechanism 130 located near the axial center of the bladder body 100 is 80 meters, then the stroke of the electrically controlled slider 1303 of the first continuous reciprocating closing mechanism 130 in separating the first structural member 1301 and the second structural member 1302 in the first continuous reciprocating closing mechanism from a fully locked state to a 20% separation and 80% locking state is... The electric sliding member 1303 of the second continuous reciprocating closing mechanism 130 travels 16 meters when separating the first structural member 1301 and the second structural member 1302 from a fully locked state to a 20% separation and 80% locking state. It can be seen that the travel setting values ​​for separating or locking the electric sliding member 1303 of multiple continuous reciprocating closing mechanisms 130 may differ for the first structural member 1301 and the second structural member 1302 in each continuous reciprocating closing mechanism 130, but the ratio of the travel setting value to its respective maximum travel value is the same. Therefore, for example... Figure 15 The morphology of the auxiliary gas bladder filled with regulating gas shown is similar to that of the bladder body 100; Again Figure 2 and Figure 15 The state shown is the current state. In response to the second remote control signal, the electrically controlled sliding members 1303 of each continuous reciprocating closing mechanism 130 continue to separate the first structural member 1301 and the second structural member 1302 at a second stroke setting ratio. After the airship's inflation / deflation unit inflates regulating gas into the auxiliary airbag, the volume of the auxiliary airbag is as shown... Figure 16 and Figure 17 As shown, for example Figure 17 The morphology of the auxiliary gas bladder filled with regulating gas shown is similar to that of the bladder body 100; Again Figure 16 and Figure 17 The state shown is the current state. In response to the third remote control signal, the electrically controlled sliding members 1303 of each continuous reciprocating closing mechanism 130 continue to separate the first structural member 1301 and the second structural member 1302 at a third stroke set ratio. After the airship's inflation / deflation unit inflates regulating gas into the auxiliary airbag, the volume of the auxiliary airbag is as shown... Figure 18 and Figure 19 As shown, for example Figure 19 The morphology of the auxiliary gas bladder filled with regulating gas shown is similar to that of the bladder body 100; Again Figure 18 and Figure 19 The state shown is the current state. In response to the fourth remote control signal, the electrically controlled sliding members 1303 of each continuous reciprocating closing mechanism 130 lock the first structural member 1301 and the second structural member 1302 at a third stroke setting ratio. After the airship's inflation / deflation unit discharges regulating gas into the auxiliary airbag, the volume of the auxiliary airbag is as shown... Figure 16 and Figure 17 As shown; Again Figure 16 and Figure 17 The state shown is the current state. In response to the fifth remote control signal, the electrically controlled sliding members 1303 of each continuous reciprocating closing mechanism 130 continue to lock the first structural member 1301 and the second structural member 1302 at the second stroke set ratio. After the airship's inflation / deflation unit discharges regulating gas into the auxiliary airbag, the volume of the auxiliary airbag is as shown... Figure 2 and Figure 15 As shown; Again Figure 2 and Figure 15 The state shown is the current state. In response to the sixth remote control signal, the electrically controlled sliding member 1303 of each continuous reciprocating closing mechanism 130 continues to lock the first structural member 1301 and the second structural member 1302 with the first stroke setting ratio. After the air buoy's inflation and deflation unit discharges regulating gas to the auxiliary airbag, the first structural member 1301 and the second structural member 1302 of each continuous reciprocating closing mechanism 130 are completely locked and the volume of the auxiliary airbag is reduced to zero.

[0129] In one possible implementation, the second structural members of the plurality of continuously reciprocating closing mechanisms extend circumferentially along the capsule and are spaced apart axially along the capsule. That is, the first structural members of the plurality of continuously reciprocating closing mechanisms also extend circumferentially along the capsule and are spaced apart axially along the capsule; or, the guide rail structure formed by the first and second structural members of the plurality of continuously reciprocating closing mechanisms also extends circumferentially along the capsule and is spaced apart axially along the capsule. This arrangement of the continuously reciprocating closing mechanisms in this implementation can form auxiliary airbags extending axially along the capsule, which is beneficial for maintaining the stability of the airship's attitude.

[0130] Continuing with the previous example, for example Figure 1 , Figure 2 , Figures 14 to 19 As shown, the first structural member 1301 and the second structural member 1302 of the continuous reciprocating closing mechanism 130 extend along the circumference of the capsule 100 (corresponding to the edge of the circle in the YZ plane of the cross section) and are spaced apart along the axial direction (X direction) of the capsule 100.

[0131] In one possible implementation, the two ends of the second skin are located on the same horizontal plane in the cross-section of the capsule. This implementation facilitates the symmetry of the auxiliary gasbag filled with regulating gas at the bottom of the capsule with respect to the longitudinal section of the capsule, thereby improving the balancing of the airship's counterweight and helping the airship maintain attitude stability, enabling smooth operation at high altitudes. In particular, the combination of this implementation with the aforementioned implementation's provision that "the airship includes multiple continuously reciprocating closing mechanisms, and the stroke setting ratio of the electrically controlled sliding parts of each continuously reciprocating closing mechanism is the same" further enhances the effect of achieving balancing of the airship's counterweight and maintaining attitude stability.

[0132] Continuing with the previous example, for example Figure 1 , Figure 2 , Figures 14 to 19As shown, on the cross-section (radial section) of the capsule 100, the two ends of the second skin 120 are located on the same horizontal plane (XY plane). Furthermore, the edges of the second skin 120 extending along the axial direction (X direction) of the capsule 100 are located at the same height (Z axis coordinate), which is beneficial to achieve symmetry of the auxiliary airbag filled with regulating gas at the bottom of the capsule 100 about the longitudinal section of the capsule 100 (XZ plane including the axial centerline of the capsule 100). It is understandable that the state of the capsule 100 in this example is that the capsule 100 maintains a stable posture. That is, when the capsule 100 maintains a stable posture, the two ends of the second skin 120 are located on the same horizontal plane on the cross-section of the capsule 100. If the capsule 100 tilts due to factors such as high-altitude airflow, the above limitation may no longer hold. For example, if the capsule 100 rolls around the X-axis, the two ends of the second skin 120 are no longer located on the same horizontal plane on the cross-section of the capsule 100. If the capsule 100 pitches around the Y-axis, the edge of the second skin 120 extending along the axial direction (X direction) of the capsule 100 is no longer located at the same height (Z-axis coordinate).

[0133] In one possible implementation, the continuous reciprocating closing mechanism includes two electrically controlled sliding members. These two sliding members are used to separate the first structural member and the second structural member from their respective ends towards the center, or to lock the first structural member and the second structural member from their respective ends towards the center. This implementation facilitates the symmetry of the auxiliary gasbag filled with regulating gas at the bottom of the bladder with respect to the longitudinal section of the bladder body. This is beneficial for the buoyancy balance and for maintaining the buoyancy's attitude stability, enabling smooth operation at high altitudes. In particular, the combination of this implementation with the aforementioned implementations, which state that "the buoyancy includes multiple continuous reciprocating closing mechanisms, and the stroke ratio of the electrically controlled sliding members of each continuous reciprocating closing mechanism is the same" and "on the cross-section of the bladder body, the two ends of the second skin are located on the same horizontal plane," further enhances the effect of achieving buoyancy balance and maintaining attitude stability.

[0134] Continuing with the previous example, for example Figure 2 , Figure 16 and Figure 18 As shown, each of the continuous reciprocating closing mechanisms 130 includes two electrically controlled sliding members 1303. For ease of explanation, the following description uses... Figure 2For example, the two electrically controlled sliding members 1303 included in the continuous reciprocating closing mechanism 130 are referred to as the left electrically controlled sliding member 1303 and the right electrically controlled sliding member 1303, respectively. For the guide rail structure formed by the first structural member 1301 and the second structural member 1302, the sliding path of the left electrically controlled sliding member 1303 is from the midpoint of the guide rail structure to the left endpoint, and the sliding path of the right electrically controlled sliding member 1303 is from the midpoint of the guide rail structure to the right endpoint. When the first structural member 1301 and the second structural member 1302 of the continuous reciprocating closing mechanism 130 are fully engaged, both the left and right electrically controlled sliding members 1303 are located at the midpoint of the guide rail structure. When the first structural member 1301 and the second structural member 1302 of the continuous reciprocating closing mechanism 130 are fully disengaged, the left and right electrically controlled sliding members 1303 are located at the left and right endpoints of the guide rail structure, respectively. Assuming the current state is that the first structural component 1301 and the second structural component 1302 are fully locked, the left and right electrically controlled sliding components 1303, in response to the remote control signal, separate the first structural component 1301 and the second structural component 1302 according to the first stroke setting ratio. Then, in conjunction with the airship's inflation / deflation unit, regulating gas is injected into the auxiliary airbag. The volume of the auxiliary airbag is as follows: Figure 3 Assuming the maximum stroke of the electrically controlled slider of the continuous reciprocating closing mechanism 130 is 30 meters, then the maximum strokes of the left and right electrically controlled sliders 1303 are 15 meters each. The first structural member 1301 and the second structural member 1302 in the continuous reciprocating closing mechanism 130 separate from the fully engaged state. Figure 2 The 30% separation and 70% locking states shown correspond to a travel distance of 4.5 meters for the left-side electrically controlled sliding member 1303 from the center point to the left end point and for the right-side electrically controlled sliding member 1303 from the center point to the right end point.

[0135] In one possible implementation, the two electrically controlled sliding members have the same stroke from the center of the first structural member towards both ends. This implementation facilitates the symmetry of the auxiliary airbag filled with regulating gas at the bottom of the airbag with respect to the longitudinal section of the airbag body, thereby improving the airbag's counterweight balance and attitude stability, enabling smooth operation at high altitudes. In particular, the combination of this implementation with the aforementioned implementation's provisions that "the airbag includes multiple continuously reciprocating closing mechanisms, and the stroke ratio of the electrically controlled sliding members of each continuously reciprocating closing mechanism is the same" and "on the cross-section of the airbag body, the two ends of the second skin are located on the same horizontal plane" is beneficial for the first part of the first skin constituting the auxiliary airbag to present a stable curved surface with a central bulge and close sides when the auxiliary airbag has a certain volume (i.e., at least partially separated from the first and second structural members). This is more conducive to the first part of the first skin always being in a flat state, ensuring the continuity of the gas flow space in the first part of the first skin during the change of the auxiliary airbag volume, and further improving the airbag's counterweight balance and attitude stability.

[0136] Continuing with the previous example, for example Figure 2 , Figures 15 to 19 As shown, for a continuous reciprocating closing mechanism 130, when the set stroke value is achieved, the stroke of the left electrically controlled slider 1303 is the same as that of the right electrically controlled slider 1303. Specific values ​​have been given in the previous examples and will not be repeated here.

[0137] In one possible implementation, the first structural member is a first meshing tooth, the second structural member is a second meshing tooth, and the electrically controlled sliding member is an electrically controlled meshing head. The continuous reciprocating closing mechanism provided by this implementation has advantages such as high control precision of the electrically controlled sliding member, high structural reliability, and strong locking, which facilitates precise limitation of the current maximum volume of the auxiliary airbag.

[0138] Continuing with the previous example, for example Figure 2 , Figure 20 and Figure 21As shown, a first structural member 1301 (for the first meshing tooth), a second structural member 1302 (for the second meshing tooth), and an electrically controlled sliding member 1303 (for the electrically controlled meshing head) constitute a continuous reciprocating closing mechanism 130, such as an electrically controlled zipper mechanism. For example, a first portion 1108 of the first skin is fixedly connected to a first meshing bar, and a second skin 120 is fixedly connected to a second meshing bar. A first meshing tooth in the shape of a guide rail is fixedly connected to the first meshing bar, and a second meshing tooth in the shape of a guide rail is fixedly connected to the second meshing bar. The second meshing bar is also provided with a tooth groove, or a tooth groove 13021 is provided on the second meshing tooth. The electrically controlled meshing head is equipped with a drive unit, such as a micro motor, and a gear 13031 near the second meshing tooth. The working end is connected to the gear 13031. The drive unit 13031 responds to the remote control signal to drive the gear 13031 to rotate. The sliding displacement of the electronically controlled meshing head is achieved by the meshing of the gear 13031 and the tooth groove 13021. When the electronically controlled head slides in the first direction, the Y-shaped track guides the first meshing tooth and the second meshing tooth to lock in place through "aggregation and extrusion". When it slides in the second direction opposite to the first direction, the first meshing tooth and the second meshing tooth are separated through "forking and separation".

[0139] Apart from Figure 3 , Figure 20 and Figure 21 In addition to the structure shown, the sliding displacement of the electronically controlled meshing head can also be achieved by setting a tooth groove in the first meshing bar and setting a gear on the side near the first meshing bar that is connected to the working end of the drive unit in the electronically controlled meshing head. Alternatively, the sliding displacement of the electronically controlled meshing head can be achieved by setting tooth grooves in the first and second meshing bars respectively and setting a gear on the side near the first meshing bar and a gear on the side near the second meshing bar that are coaxially connected to the working end of the drive unit in the electronically controlled meshing head. Furthermore, without affecting the performance indicators such as the gas permeability of the first part of the first skin and the second skin, the first and second meshing bars can be omitted. Instead, a design can be adopted in which the first meshing tooth, which is in the shape of a guide rail, is directly fixed to the first part of the first skin, and the second meshing tooth, which is in the shape of a guide rail, is directly fixed to the second skin, and tooth grooves are directly set on the first part of the first skin and / or the second skin to achieve the above-mentioned electronically controlled zipper mechanism.

[0140] Besides the aforementioned continuously reciprocating closing mechanism 130 employing an electrically controlled zipper mechanism, a continuous magnetic closing mechanism or similar structure can also be used to achieve the same effect. For example, the first structural component can be designed as a first magnetic strip, and the second structural component as a second magnetic strip. Gear grooves can be provided on the first and / or second magnetic strips. The electrically controlled sliding component is equipped with a drive unit and a gear. The actuating end of the drive unit is connected to the gear. The drive unit responds to a remote control signal to drive the gear to rotate, and the sliding displacement of the electrically controlled sliding component is achieved through the meshing of the gear and the gear grooves. The electrically controlled sliding component is also equipped with an electrically retractable and displaceable push rod for adjusting the distance between the first and second magnetic strips. When locking is required, the two ends of the push rod move to the side of the first magnetic strip away from the second magnetic strip and the side of the second magnetic strip away from the first magnetic strip, respectively. Then the push rod retracts to the first set value to bring the first and second magnetic strips together at the current position. As the electric slider moves, the push rod causes the first and second magnetic strips at the position the electric slider passes through to come closer to each other within the effective magnetic attraction range. The first and second magnetic strips adhere to each other based on magnetic attraction. When separation is required, the push rod moves between the first and second magnetic strips and extends to the second set value to separate the first and second magnetic strips at the current position. As the electric slider moves, the push rod causes the first and second magnetic strips at the position the electric slider passes through to move away from each other beyond the effective magnetic attraction range. The first and second magnetic strips separate.

[0141] In one possible implementation, the aerostat includes a plurality of second skins spaced apart along the axial direction of the bladder. This implementation can form multiple auxiliary airbags, and adjusting the volume of different auxiliary airbags facilitates adaptation to changes in the cross-sectional area of ​​the bladder, thus helping to maintain the aerostat's attitude stability. It is understood that when the aerostat includes multiple second skins, the first skin can be designed to include multiple first parts, with each second skin and a first part of the first skin together forming an auxiliary airbag, and each auxiliary airbag corresponding to at least one continuously reciprocating closing mechanism.

[0142] In one possible implementation, the aerostat further includes an inflation / deflation unit for inflating and deflation of regulating gas into and out of the auxiliary airbag. The first velocity at which the inflation / deflation unit inflates or deflates the regulating gas into the auxiliary airbag is matched with the second velocity at which the electrically controlled sliding member separates from or engages the first structural member and the second structural member. This implementation is advantageous in ensuring that the first part of the first skin remains stretched, smooth, wrinkle-free, and without collapse during the volume change of the auxiliary airbag, thus maintaining a flat state and ensuring the continuity of the gas flow space in the first part of the first skin during the volume change of the auxiliary airbag, and also in maintaining the stability of the aerostat's attitude. For example, the sliding speed of the electronically controlled sliding component when separating the first structural component from the second structural component is directly proportional to the gas flow rate of the inflation / deflation unit for the auxiliary airbag. The faster the separation speed of the first structural component from the second structural component, the faster the gas flow rate of the inflation. The sliding speed of the electronically controlled sliding component when locking the first structural component from the second structural component is directly proportional to the gas flow rate of the inflation / deflation unit for the auxiliary airbag. The faster the locking speed of the first structural component from the second structural component, the faster the gas flow rate of the exhaust. This helps to ensure that the first part of the first skin remains flat during the volume change of the auxiliary airbag, and to maintain the continuity of the gas flow space in the first part of the first skin during the volume change of the auxiliary airbag.

[0143] Continuing with the previous example, maintaining a stable air pressure in the auxiliary airbag (e.g., a stable airbag pressure 50-500 Pa higher than the outside atmospheric pressure) helps maintain the smoothness and flatness of the auxiliary airbag surface. When the electrically controlled sliding component separates the first structural component from the second structural component, the maximum volume or effective volume of the auxiliary airbag increases: if the inflation speed is too slow, the internal pressure of the auxiliary airbag will be lower than the outside atmospheric pressure, which may cause the surface of the auxiliary airbag to collapse due to the pressure difference; if the inflation speed is too fast, the internal pressure of the auxiliary airbag will be too high, which may cause bulging or even damage to the airbag body or the continuous reciprocating closing mechanism. When the electronically controlled sliding component locks the first and second structural components, the maximum volume or effective volume of the auxiliary airbag decreases: if the exhaust speed is too slow, the internal pressure of the auxiliary airbag may be too high, which may cause wrinkles on the surface of the auxiliary airbag, and the additional force required to assist in the exhaust is high when the electronically controlled sliding component locks the first and second structural components; if the exhaust speed is too fast, the sudden drop in the pressure of the auxiliary airbag may easily cause local collapse of the surface of the auxiliary airbag.

[0144] For example, the matching method between the first speed at which the inflation / deflation unit inflates or deflates the regulating gas into the auxiliary airbag and the second speed at which the electronically controlled sliding member separates or locks the first structural member and the second structural member is as follows: Under the condition that the electrically controlled slider slides at a constant speed and the external environmental parameters are stable, the rate of change of the maximum volume or effective volume V of the auxiliary airbag caused by the separation or locking of the first and second structural components by the electrically controlled slider is dV / dt, and the rate of change of the gas quantity m of the inflation / deflation unit is dm / dt. The rate of change of the maximum volume of the auxiliary airbag is dV / dt = v × h × l, where v is the sliding speed of the electrically controlled slider (equivalent to the rate of change of the width of the effective working area of ​​the continuous reciprocating closing mechanism to which the electrically controlled slider belongs), h is the change in height of the auxiliary airbag caused by the sliding of the electrically controlled slider, and l is the length of the effective working area of ​​the continuous reciprocating closing mechanism to which the electrically controlled slider belongs in the axial direction of the airbag body. Let P be the pressure inside the auxiliary airbag, T be the temperature of the gas inside the airbag (in Kelvin, equivalent to the ambient temperature), and R be the gas constant (e.g., for air, with a value of 287 J / (kg×K)). According to the ideal gas law PV=mRT, differentiating both sides with respect to time, we get P(dV / dt)+ V(dP / dt)=(dm / dt)RT. For the target dP / dt=0 (i.e., the pressure inside the auxiliary airbag is constant), we get (dm / dt)=(P / (RT))×(dV / dt). Let Q be the gas volume velocity (in meters per second). 3 / s (positive during inflation, negative during deflation), ρ is the density of the medium gas (unit: kg / m³). 3 From this, we can obtain the gas volumetric velocity Q = dm / (ρdt), ρ = P / (RT). Finally, we derive the gas volumetric velocity Q = v × h × l. This formula indicates that under steady-state conditions, the gas volumetric velocity during inflation and deflation is equal to the rate of change of the effective volume of the auxiliary airbag caused by the sliding of the electrically controlled slider. This formula gives the matching relationship between the gas volumetric velocity during inflation and deflation (first velocity) and the sliding speed of the electrically controlled slider (second velocity).

[0145] In one possible implementation, the airship further includes an auxiliary airbag connected to the separation unit and the air pump, respectively. The air pump is used to fill the gas flow space with the medium gas filled in the auxiliary airbag, and the separation unit is also used to send the separated medium gas back to the auxiliary airbag.

[0146] This implementation involves filling the auxiliary airbag with a medium gas, then using an air pump to extract the medium gas from the auxiliary airbag and fill the gas flow space. A separation unit returns the medium gas separated from the mixed gas to the auxiliary airbag, thus achieving medium gas circulation in addition to buoyancy gas circulation. For example, when carbon dioxide is selected as the medium gas, technologies such as direct air capture (DAC) and membrane separation can be used to extract carbon dioxide from the air at high altitudes. This extracted carbon dioxide can then be supplied to the auxiliary airbag as a supplementary gas source to compensate for carbon dioxide loss. Preferably, direct air capture technology uses chemical or physical methods to separate and capture carbon dioxide from the air. Specifically, by introducing air into a specific device, carbon dioxide is adsorbed onto a material and then released through heating or depressurization for collection and storage. This setup achieves resource recycling. By directly extracting carbon dioxide at high altitudes using technologies such as direct air capture (DAC) or membrane separation, dependence on carbon dioxide supply is reduced, as is the initial amount of carbon dioxide filled or carried.

[0147] In one possible implementation, the separation unit is disposed within the auxiliary airbag, which is located near the top of the airbag and near the first axial end of the airbag. The distribution airbag is located near the second axial end of the airbag. This implementation features a reasonable component layout, allowing the medium gas to mix with the buoyancy gas leaking into the gas flow space and return to the separation unit in a single axial reciprocating flow through the airbag. This ensures the efficiency and effectiveness of buoyancy gas separation and recovery. Furthermore, the medium gas separated by the separation unit is easily filled into the auxiliary airbag. With the design of the structure and materials of each component of the airbag primarily aimed at reducing the buoyancy gas leakage rate, the leakage rate of the medium gas is minimized.

[0148] Continuing with the previous example, for example Figure 4 As shown, the separation unit 150 can be disposed inside the auxiliary airbag 170. For example, the separation unit 150 can be disposed inside the auxiliary airbag 170 by means of a fixing part disposed inside the auxiliary airbag 170.

[0149] The following is about... Figure 4 The gas flow channel shown is explained below: The first gas interface at the first end of the separation unit 150 is connected to the gas flow space 1105 formed between the first sub-skin 1101 and the second sub-skin 1102 through the first gas pipeline 401. The second gas interface at the second end of the separation unit 150 is connected to the main airbag 180 through the second gas pipeline 402. The third gas interface 403 at the second end of the separation unit 150 is connected to the auxiliary airbag 170.

[0150] The first end of the air pump 140, which is located outside the main airbag 180, is connected to the auxiliary airbag 170 through the third gas pipeline 404, and the second end of the air pump 140 is connected to the main air rib 1103 and the auxiliary air rib 1104 through the fourth gas pipeline 405.

[0151] The main air rib 1103 is located on the circumference of the main air bladder 180 and approximately along the axial direction of the bladder body 100. Figures 1 to 3 Extending in the X direction, the auxiliary air rib 1104 is located on the circumference of the main airbag 180. The first end of the gas passage of the main air rib 1103 and the auxiliary air rib 1104 is connected to the air pump 140 near the tail of the airbag 100 through the fourth gas pipe 405. The second end of the gas passage of the main air rib 1103 and the auxiliary air rib 1104 is connected to the distribution airbag 160 near the head of the airbag 100 through the fifth gas pipe 406. The distribution airbag 160 is connected to the gas flow space 1105 formed between the first sub-skin 1101 and the second sub-skin 1102 through the sixth gas pipe 407.

[0152] In addition, the air pump 140 can also be installed inside the main airbag 180, with one end of the air pump 140 connected to the auxiliary airbag 170 and the other end connected to the main air rib 1103 and the auxiliary air rib 1104 through a gas pipeline.

[0153] The auxiliary airbag 170 is positioned near the top and tail of the airbag body 100. For example, the auxiliary airbag 170 can be positioned inside or outside the main airbag 180. The distribution airbag 160 can be positioned near the center of the head of the airbag body 100. For example, the distribution airbag 160 can be configured to be smaller in size.

[0154] Continuing with the previous example, for example Figure 4As shown, the separation unit 150 receives the mixed gas in the gas flow space 1105 through the first gas interface at its first end, and delivers the separated buoyancy gas to the main airbag 180 through the second gas interface at its second end, and delivers the separated medium gas to the auxiliary airbag 170 through the third gas interface 403 at its second end. The second gas interface of the separation unit 150 may be equipped with a third air pump. The gas propulsion of the buoyancy gas circulation system can be achieved by an air pump 140. For example, the auxiliary airbag 170 is filled with a medium gas. The first end of the air pump 140 is connected to the auxiliary airbag 170, and the second end of the air pump 140 is connected to the first end of the gas passage of the main air rib 1103 and the auxiliary air rib 1104. The air pump 140 draws the medium gas from the auxiliary airbag 170 and fills the first end of the gas passage of the main air rib 1103 and the auxiliary air rib 1104 at a set flow rate. After passing through the second end of the gas passage of the main air rib 1103 and the auxiliary air rib 1104, the medium gas enters the distribution airbag 160. Because the second end of the gas passage of the main air rib 1103 and the auxiliary air rib 1104... The second end of the gas channel continuously supplies medium gas to the distribution airbag 160. The medium gas in the distribution airbag 160 maintains a certain flow rate as it enters the gas flow space 1105 connected to the distribution airbag 160. The medium gas flowing into the gas flow space 1105 mixes with the buoyancy gas leaking into the gas flow space, and then continues to enter the separation unit 150 at a certain flow rate. The third air pump delivers the buoyancy gas separated by the separation unit 150 to the main airbag 180 through the second gas pipeline 402 to achieve buoyancy gas circulation. The medium gas separated by the separation unit 150 is released to the auxiliary airbag 170 after passing through the second one-way valve to achieve medium gas circulation. Furthermore, a second air pump can be installed at the first gas interface of the separation unit 150 to assist in providing gas propulsion and ensure smooth gas circulation. In addition, a fifth air pump can be installed at the third gas interface 403 of the separation unit 150 to deliver the medium gas separated from the mixed gas to the auxiliary airbag 170. Thus, the overall gas circulation of the airship, including buoyancy gas circulation and medium gas circulation, is achieved.

[0155] Obviously, the above embodiments of this application are merely examples for clearly illustrating this application, and are not intended to limit the implementation of this application. For those skilled in the art, other variations or modifications can be made based on the above description. It is impossible to exhaustively list all implementation methods here. Any obvious variations or modifications derived from the technical solutions of this application are still within the protection scope of this application.

Claims

1. An airship, characterized in that, It includes a first skin, at least one second skin, at least one continuous reciprocating closing mechanism, an air pump, and a separation unit; The first skin includes a first sub-skin and a second sub-skin. The first sub-skin encloses and forms a main air bladder for filling buoyancy gas in the bladder body of the airship. The second skin covers at least part of the bottom of the bladder body. The edge of the second skin is sealed and fixed to the outside of the first skin. The first skin includes a first part and a second part. The second skin and the first part of the first skin together enclose and form a secondary air bladder for filling regulating gas in the bladder body. The second sub-skin covers the first sub-skin, and a plurality of main air ribs are provided between the first sub-skin and the second sub-skin. The plurality of main air ribs are spaced between the first sub-skin and the second sub-skin to create a gas flow space that covers the main airbag. The air pump is used to fill the gas flow space with medium gas, and the separation unit is used to separate the buoyancy gas from the mixture of medium gas in the gas flow space and buoyancy gas leaking into the gas flow space, and send the separated buoyancy gas back to the main air bag. The continuous reciprocating closing mechanism includes a first structural member, a second structural member, and at least one electrically controlled sliding member. The first structural member is fixedly connected to a first portion of the first skin, and the second structural member is fixedly connected to the second skin. The electrically controlled sliding member is used to separate or lock the first structural member and the second structural member to limit the current maximum volume of the auxiliary airbag.

2. The airship according to claim 1, characterized in that, The first sub-skin has a first conductive layer inside, and the second sub-skin has a second conductive layer inside. The first conductive layer and the second conductive layer are used to carry charges of the same polarity by being subjected to voltage, so as to repel each other based on Coulomb force and stabilize the gas flow space.

3. The airship according to claim 1, characterized in that, Multiple auxiliary air ribs are also provided between the first sub-skin and the second sub-skin.

4. The airship according to claim 3, characterized in that, The air pump is used to fill the gas flow space with medium gas through the main air rib and / or the auxiliary air rib.

5. The airship according to claim 4, characterized in that, The airship also includes a distribution airbag. The first end of the main air rib is connected to the air pump, and the second end is connected to the distribution airbag. The distribution airbag is connected to the gas flow space.

6. The airship according to claim 5, characterized in that, A one-way valve is provided at the second end of the main air rib.

7. The airship according to claim 3, characterized in that, The auxiliary air ribs in the first part of the first skin are spider web-shaped auxiliary air ribs, and the auxiliary air ribs in the second part of the first skin are grid-shaped auxiliary air ribs.

8. The airship according to claim 1, characterized in that, At least a portion of the main air ribs are positioned at locations corresponding to the edge regions of the second skin.

9. The airship according to claim 2, characterized in that, The second skin has a third conductive layer inside, and the second conductive layer and the third conductive layer are used to carry opposite polarity charges by being subjected to voltage, so as to attract each other based on Coulomb force.

10. The airship according to claim 9, characterized in that, The first sub-skin includes a first barrier layer, a first conductive layer and a second barrier layer arranged sequentially from the outside to the inside. The second sub-skin of the second part of the first skin includes a first weather-resistant layer, a second conductive layer and a third barrier layer arranged sequentially from the outside to the inside. The second sub-skin of the first part of the first skin includes a fourth barrier layer, a second conductive layer and a third barrier layer arranged sequentially from the outside to the inside. The second skin includes a second weather-resistant layer, a third conductive layer and a fifth barrier layer arranged sequentially from the outside to the inside.

11. The airship according to claim 1, characterized in that, The airship also includes an auxiliary airbag connected to the separation unit and the air pump respectively. The air pump is used to fill the gas flow space with the medium gas filled in the auxiliary airbag. The separation unit is also used to send the separated medium gas back to the auxiliary airbag.

12. The airship according to claim 1, characterized in that, The continuous reciprocating closing mechanism includes two electrically controlled sliding members, which are used to separate the first structural member and the second structural member from the center of the first structural member towards both ends, or to lock the first structural member and the second structural member from both ends of the first structural member towards the center.

13. The airship according to claim 12, characterized in that, The two electrically controlled sliding members have the same stroke at the center of the first structural member and in both directions.

14. The airship according to claim 1, characterized in that, The airship includes multiple continuous reciprocating closing mechanisms, and the second structural members of the multiple continuous reciprocating closing mechanisms extend circumferentially along the capsule and are spaced apart axially along the capsule.

15. The airship according to claim 1, characterized in that, The airship includes multiple continuous reciprocating closing mechanisms. The stroke setting ratio of the electrically controlled sliding parts of each continuous reciprocating closing mechanism is the same. The stroke setting ratio is the ratio of the stroke setting value of each electrically controlled sliding part to the maximum stroke value.

16. The airship according to claim 1, characterized in that, The airship also includes an inflation / deflation unit for inflating and deflation of regulating gas into and out of the auxiliary airbag. The first speed at which the inflation / deflation unit inflates or deflates the regulating gas into the auxiliary airbag is matched with the second speed at which the electrically controlled sliding member separates from or locks the first structural member and the second structural member.

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