An aerostat and aerostat safety emergency method

Abstract

The application discloses a kind of aerostat and aerostat safety emergency method, including: aerostat body, state acquisition module, central control module and multistage execution module;Central control module is used to determine current risk level according to operating state information;Multistage execution module is used to execute corresponding level emergency operation according to risk level;Multistage execution module at least includes: first protection module, second directional throw mechanism and third quick disintegration device, first protection module is used to carry out aerostat body risk isolation operation, second directional throw mechanism is used to carry out aerostat body position constraint operation, and third quick disintegration device is used to carry out disintegration operation of aerostat body.The central control module of the application can determine the severity of the fault by the specific problems fed back by the state acquisition module, and match the optimal disposal scheme according to the severity of the fault, which solves the dilemma of insufficient protection and excessive disposal of related technology from the root.

Description

Technical Field

[0001] This invention relates to the field of airship safety control technology, specifically to an airship and an airship safety emergency method. Background Technology

[0002] Aerial vehicles are mainly divided into three categories: tethered balloons, free balloons, and airships. Airships can be further divided into tropospheric airships, stratospheric airships, etc., while tethered airships are a subtype of airship, connected to a ground-based anchoring system via cables to achieve stationary hovering or controlled flight. As an aerobatic platform with the ability to sustain hovering, tethered airships are widely used in fields such as communication relay, environmental monitoring, emergency rescue, and situational awareness, and can remain in designated airspace for extended periods to perform missions.

[0003] However, tethered airships operate in complex environments. In the event of extreme weather conditions such as strong winds and lightning, or in emergencies such as power system failure, tether cable breakage, or even malicious hijacking, the airship may lose control and deviate from its designated airspace, posing a serious threat to the safety of personnel, buildings, and critical facilities on the ground. Existing safety protection solutions for tethered airships generally have significant shortcomings: they only have a single emergency response mechanism, which cannot adapt to different severity of failure scenarios. They either fail to effectively prevent the risk of loss of control due to insufficient protection capabilities, or cause unnecessary property damage and waste of resources due to excessive handling. Summary of the Invention

[0004] In view of this, the present invention provides an airship and an airship safety emergency method to solve or at least partially alleviate the problem that existing tethered airships only have a single emergency response mechanism and cannot adapt to different severity of failure scenarios.

[0005] In a first aspect, the present invention provides an airship, comprising: The airship body; The status acquisition module is used to acquire the operating status information of the airship body; The central control module is communicatively connected to the status acquisition module and is used to determine the current risk level based on the operating status information. A multi-level execution module, which is communicatively connected to the central control module, is used to perform emergency operations at corresponding levels according to the risk level. The multi-level execution module includes at least: a primary protection module, a secondary directional ejection mechanism, and a tertiary rapid dismantling device. The primary protection module is used for risk isolation operations on the airship body, the secondary directional ejection mechanism is used for position constraint operations on the airship body, and the tertiary rapid dismantling device is used for dismantling operations on the airship body.

[0006] The beneficial effects of the above technical solution are as follows: This embodiment adopts at least a three-level gradient emergency architecture. The central control module can determine the severity of the fault through the specific problems fed back by the status acquisition module, and match the optimal handling plan according to the severity of the fault: Under minor faults, the first-level protection module achieves local risk isolation, avoids the spread of the fault, and preserves the integrity of the main structure of the airship, which can be recovered, maintained and reused, avoiding property losses caused by excessive handling; Under medium and high risks, position constraint and disassembly operations are initiated sequentially, so that the airship body can be disassembled and self-destructed, reducing the risk of the airship body falling accidentally, effectively preventing the risk of loss of control from expanding, and fundamentally solving the dilemma of insufficient related technical protection and excessive handling.

[0007] In this embodiment, the primary protection module prevents a single point of failure from spreading into overall failure; the secondary directional ejection mechanism can anchor the airship in the event of a loss of control, preventing it from drifting into high-risk airspace such as densely populated areas or areas with important facilities; and the tertiary rapid dismantling device can disassemble the airship structure in extreme scenarios, reducing the impact force of the falling debris and preventing significant secondary damage to the ground.

[0008] The aforementioned status acquisition module, central control module, and multi-level execution module do not limit the specific type, size, or application scenario of the airship. Except for tethered airships, they can be directly adapted to all types of airships, such as tethered balloons, free balloons, and stratospheric airships. There is no need to redesign the emergency system for different products, making them highly reusable and with low deployment costs.

[0009] The central control module can automatically determine the risk level and trigger corresponding operations based on the operating status, with an emergency response latency far lower than that of purely manual handling. With the optional positioning component, the location of the debris can be quickly located after dismantling, greatly improving the efficiency of subsequent cleanup and accident tracing, and reducing the manpower and time costs of accident handling.

[0010] In one alternative implementation, the airship body includes: An airbag includes multiple airbag units, with adjacent airbag units being detachably connected. The main body is mounted on the airbag, and the central control module is mounted on the main body.

[0011] The beneficial effects of the above technical solution are as follows: The airbag in this embodiment includes multiple airbag units, and two adjacent airbag units are detachably connected. When an airbag unit experiences an emergency such as a fire, the connection between that airbag unit and adjacent airbag units can be quickly disconnected, thereby preventing the flames from spreading to other airbag units and effectively controlling the spread of the fire. At the same time, only the filling gas needs to be released for the faulty airbag unit, avoiding a large-scale instantaneous leakage of gas from the entire airbag, allowing the airship to maintain some buoyancy. This facilitates orderly forced landing by adjusting buoyancy in stages, significantly reducing the risk of uncontrolled fall.

[0012] In one optional implementation, the primary protection module includes: Multiple exhaust structures, the controlled end of which is connected to the output end of the central control module; each airbag unit is provided with at least one exhaust structure, the exhaust structure being used to control whether the airbag unit exhausts air; and / or Multiple flame-retardant isolation structures are disposed between two adjacent airbag units.

[0013] The beneficial effects of the above technical solution are as follows: This embodiment can quickly trigger the opening of the exhaust structure of the corresponding airbag unit through the central control module, realizing the independent and rapid exhaust of one or more airbag units. Compared with the single exhaust path of the whole airbag, the deflation efficiency is significantly improved, and the airship height can be quickly reduced in an emergency. In the event of gas leakage or airbag unit damage, it will not affect the adjacent airbag units. At the same time, the exhaust operation can be carried out on the faulty airbag unit in a targeted manner to avoid unnecessary gas leakage from non-faulty units, ensuring that the airship still maintains a certain buoyancy and attitude stability, and buying valuable time for subsequent emergency response and safe landing.

[0014] A flame-retardant isolation structure is installed between two adjacent airbag units. When an airbag unit catches fire due to an accidental fire or gas leak, the flame-retardant isolation structure can effectively prevent the spread of flames and high temperatures to adjacent airbag units, avoiding further expansion of the fire. At the same time, the excellent thermal insulation performance of the flame-retardant isolation structure can reduce the risk of abnormal pressure increases caused by the thermal expansion of gas in adjacent airbag units, reducing the probability of secondary damage to non-faulty airbag units, thereby maximizing the maintenance of the airship's structural integrity and partial buoyancy in the event of a sudden safety incident.

[0015] In one optional implementation, the three-stage rapid dismantling device includes: An electrically controlled locking device is provided, wherein the controlled end of the electrically controlled locking device is connected to the output end of the central control module; the electrically controlled locking device has a first state and a second state, wherein when the electrically controlled locking device is in the first state, two adjacent airbag units are connected, and when the electrically controlled locking device is in the second state, two adjacent airbag units are separated; A time-delayed self-destruct device is provided, with its controlled end connected to the output end of the central control module. Each airbag unit is equipped with the time-delayed self-destruct device. After the airbag unit is separated, the central control module controls the time-delayed self-destruct device on the airbag unit to operate and destroy the airbag unit.

[0016] The beneficial effects of the above technical solution are as follows: This embodiment can realize the rapid and graded disintegration of the airship in an emergency: First, through the rapid state switching of the electronically controlled locking components, adjacent airbag units are quickly separated, and the large airbag is decomposed into multiple independent small units, which greatly reduces the volume and mass of a single falling object and reduces the impact damage to ground targets; Second, the time-delayed self-destruct device can trigger the destruction action after the airbag unit is separated, ensuring that each separated airbag unit breaks apart within a specified time, avoiding it from floating in the air for a long time and forming airspace obstacles, or causing secondary damage to ground personnel and facilities after falling.

[0017] In one optional embodiment, the three-stage rapid dismantling device further includes: The battery is located on the airbag unit and / or the main body; A signal transmitter is disposed on the airbag unit and / or the main body. The controlled end of the signal transmitter is connected to the output end of the central control module. The signal transmitter is used to continuously send position signals after disassembly triggering.

[0018] The beneficial effects of the above technical solution are as follows: After the main body initiates self-destruction, the signal transmitter continues to send location information until the battery is exhausted, which facilitates the ground station to obtain the precise location of the main body in real time. This allows staff to quickly locate the crash area, evacuate surrounding personnel in advance, and set up warning zones, effectively reducing the potential risks to ground personnel and facilities caused by the falling disintegration unit. At the same time, the continuous location signal transmission also facilitates the subsequent debris recovery work, helping to quickly find the debris of the disintegration unit and avoid leaving it in the wild to affect the ecological environment.

[0019] In one optional embodiment, the secondary directional ballast release mechanism includes a main anchor assembly and a backup anchor assembly, which are respectively mounted on the airship body, and the controlled ends of the main anchor assembly and the backup anchor assembly are respectively connected to the output end of the central control module. The airship body is equipped with a GPS positioning module, which is used to feed back the position information of the airship body to the ground station. The ground station is interactively connected to the central control module. When the airship body deviates from the preset airspace, the central control module triggers the main anchor assembly and / or the backup anchor assembly to anchor, so as to fix the position.

[0020] The beneficial effects of the above technical solution are as follows: This embodiment can initiate an emergency response the moment the airship deviates from the preset airspace, and achieve rapid position fixation by precisely launching the main anchor assembly and / or backup anchor assembly, effectively preventing the airship from drifting uncontrollably into no-fly zones, densely populated areas, or other dangerous areas, ensuring the safe operation of the airship itself and the stability of the surrounding airspace environment. The real-time interaction mechanism between the ground station and the central control module allows operators to monitor the entire emergency response process, improving the controllability and reliability of emergency operations.

[0021] This embodiment effectively compensates for this deficiency by setting up a dual anchoring mechanism with a main anchor assembly and a backup anchor assembly. The entire process involves real-time interaction between the ground station and the central control module, ensuring that operators can promptly grasp the status and take necessary interventions, thus improving the airship's safety and emergency response capabilities in case of unforeseen circumstances. Furthermore, this embodiment can simultaneously use both the main anchor assembly and the backup anchor assembly to secure the airship to the ground, making the anchoring of the airship body to the ground more reliable.

[0022] In one optional implementation, the status acquisition module includes at least one of an air pressure detection module, a temperature detection module, an attitude detection module, a wind speed detection module, and a battery voltage detection module. The air pressure detection module is used to detect the air pressure inside the airship body, the temperature detection module is used to detect the temperature inside the airship body, and the attitude detection module is used to detect the attitude of the airship body.

[0023] Secondly, the present invention provides an emergency safety method for airships, comprising the following steps: Obtain operational status information of the airship body; The current risk level is determined based on the aforementioned operational status information; Emergency operations are triggered at corresponding levels based on the risk level, from low to high. The emergency operations include at least three levels from low to high: the first level is to perform risk isolation operations on the airship body, the second level is to perform position constraint operations on the airship body, and the third level is to perform dismantling operations on the airship body.

[0024] The beneficial effects of the above technical solution are as follows: This embodiment achieves precise risk response through hierarchical emergency operations. The first level of risk isolation can effectively curb the spread of local anomalies to the entire airship system, preventing the risk from escalating. The second level of position constraint can quickly stabilize the airship's attitude and position, preventing it from drifting out of control to dangerous areas. The third level of disassembly operation ensures that the airship disassembles in a preset manner under extreme risk conditions, minimizing damage to ground personnel and facilities. In an emergency, the central control module triggers a self-destruct procedure based on parameters such as the airship's attitude, air pressure, wind speed, and battery voltage, according to preset thresholds or remote commands. The above-mentioned airship safety emergency method achieves full-process coverage from early warning to extreme situation handling, significantly improving the emergency response capability and operational safety of tethered airships.

[0025] In one optional implementation, emergency operations are triggered at corresponding levels based on risk levels, from low to high, specifically including the following steps: When the airship body has a normal attitude, altitude, and temperature but abnormal air pressure, the first-level solution is activated, triggering the first-level protection module to work. When the airship's attitude is normal, its altitude position is abnormal, its temperature is normal, and its air pressure is normal, the secondary solution is activated, triggering the secondary directional jettison mechanism to work. When the airship's attitude, altitude, temperature, and air pressure are abnormal, a three-level solution is activated, triggering the three-level rapid dismantling device to perform rapid separation and dismantling operations.

[0026] In one optional implementation, after determining the current risk level based on the operational status information, a secondary inspection process is initiated to notify the ground station of any abnormalities. If no further abnormalities are found during the secondary inspection, emergency operations of the corresponding level are executed based on the type of abnormality. This process effectively filters false abnormal signals caused by sensor momentary errors or interference through the secondary inspection, reducing the probability of falsely triggering emergency operations. Simultaneously, the ground station acquires abnormal information and can combine it with global data for auxiliary decision-making, improving the scientific nature of the emergency response; and / or While activating the Level 2 or Level 3 solution, continuously issue alerts to the ground station and send the airship's main location information until the emergency process ends. Attached Figure Description

[0027] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0028] Figure 1 A schematic diagram of the structure of an airship provided by the present invention; Figure 2 A schematic diagram of the structure of an airship provided by the present invention; Figure 3 A schematic diagram of the structure of a secondary directional ballast jetting mechanism of an airship during anchoring, provided by the present invention; Figure 4 A schematic diagram of the structure of an airship provided by the present invention; Figure 5 A schematic diagram of the structure of an airship during disassembly, provided by the present invention; Figure 6 A flowchart of an airship safety emergency method provided by the present invention.

[0029] Explanation of reference numerals in the attached figures: 1. Aircraft body; 101. Airbag unit; 102. Main body; 2. Exhaust structure; 3. Flame-retardant isolation structure; 4. Electrically controlled locking components; 5. Delayed self-destruct device; 6. Secondary directional ballast jettisoning mechanism; 61. Spare anchor; 62. Anchor winch; 63. Roller; 64. Traction rope; 7. GPS positioning module; 8. Air pressure detection module; 9. Temperature detection module; 10. Attitude detection module; 11. Battery voltage detection module; 12. Central control module; 13. Signal transmitter. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] Aerial vehicles are mainly divided into three categories: tethered balloons, free balloons, and airships. Airships can be further divided into tropospheric airships, stratospheric airships, etc., while tethered airships are a subtype of airship, connected to a ground-based anchoring system via cables to achieve stationary hovering or controlled flight. As an aerobatic platform with the ability to sustain hovering, tethered airships are widely used in fields such as communication relay, environmental monitoring, emergency rescue, and situational awareness, and can remain in designated airspace for extended periods to perform missions.

[0032] However, tethered airships operate in complex environments. In the event of extreme weather conditions such as strong winds and lightning, or in emergencies such as power system failure, tether cable breakage, or even malicious hijacking, the airship may lose control and deviate from its designated airspace, posing a serious threat to the safety of personnel, buildings, and critical facilities on the ground. Existing safety protection solutions for tethered airships generally have significant shortcomings: they only have a single emergency response mechanism, lack multi-level self-destruct triggering mechanisms, and cannot adapt to failure scenarios of varying severity. They either fail to effectively prevent the risk of loss of control due to insufficient protection capabilities, or cause unnecessary property damage and waste of resources due to excessive handling.

[0033] Based on this, the present invention provides an airship and an airship safety emergency method. A central control module assesses the risk level of a malfunction and controls corresponding execution modules to perform emergency operations based on the risk level. Specifically, this includes: a status acquisition module continuously collecting the operating status parameters of the airship body and transmitting the collected real-time data to the central control module; the central control module comparing the received operating status parameters with preset safety thresholds and determining the current risk level as a minor malfunction, a medium-to-high risk malfunction, or an extreme risk malfunction based on the degree of parameter deviation and the malfunction type; if determined to be a minor malfunction, the central control module triggers a primary protection module to perform local risk isolation operations; if determined to be a medium-to-high risk malfunction, the central control module activates a secondary directional ejection mechanism; if determined to be an extreme risk malfunction, the central control module activates a tertiary rapid disintegration device, detonating explosive bolts at structural connection points to disintegrate the airship body into multiple small fragments, reducing the impact force of the fall.

[0034] The aforementioned airship and its safety emergency response methods achieve precise handling of faults at different risk levels through a tiered response mechanism. For minor faults, the local risk isolation operation of the primary protection module can effectively curb the spread of the fault, ensuring the continuous and stable operation of the airship's core system and preventing overall functional failure due to minor faults. Under medium-to-high risk faults, the secondary directional jettison mechanism controls the airship's positioning within a controllable area. In cases of extreme risk, the tertiary rapid dismantling device uses explosive bolts to disassemble the airship body, causing debris to fall in scattered quantities. This significantly reduces the mass and volume of individual debris, substantially lowering the impact force and minimizing damage to ground personnel, buildings, and the ecological environment. Overall, this method achieves dynamic assessment and tiered response to fault risks, enhances the airship's safety redundancy and emergency response capabilities, and provides strong support for its safe operation in complex environments.

[0035] Reference Figures 1 to 5 The specific embodiments of the present invention will now be described in detail with reference to the airship of the first aspect of the present invention.

[0036] It should be noted that the airship of the first aspect of the present invention is only a preferred embodiment of the present invention. The airship of the present invention can adopt the airship of the first aspect of the present invention or other structures. For ease of explanation, the airship of the first aspect of the present invention will be used for explanation below.

[0037] According to an embodiment of the present invention, in a first aspect, an airship is provided, comprising: an airship body 1, a status acquisition module, a central control module 12, and a multi-level execution module. The status acquisition module is used to acquire operational status information of the airship body 1. The central control module 12 is communicatively connected to the status acquisition module and is used to compare and analyze the received operational status information with a preset safety threshold to determine whether the airship body has a fault. If the airship body has a fault, the current risk level is determined based on the fault. The multi-level execution module is communicatively connected to the central control module 12 and is used to execute emergency operations at the corresponding level according to the risk level. The multi-level execution module includes at least: a primary protection module, a secondary directional ejection mechanism 6, and a tertiary rapid dismantling device. The primary protection module is used for risk isolation operations of the airship body 1, the secondary directional ejection mechanism 6 is used for position constraint operations of the airship body 1, and the tertiary rapid dismantling device is used for dismantling operations of the airship body 1.

[0038] To address the shortcomings of the single emergency mechanism in related technologies, this embodiment adopts at least a three-tiered emergency architecture. The central control module 12 can determine the severity of the fault based on the specific problems reported by the status acquisition module, and match the optimal handling plan according to the severity of the fault: under minor faults, the first-level protection module achieves local risk isolation, preventing the fault from spreading while preserving the integrity of the main structure of the airship, which can be recovered, maintained, and reused, avoiding property damage caused by excessive handling; under medium and high risks, position constraint and disassembly operations are initiated sequentially, enabling the airship body 1 to disassemble and self-destruct, reducing the risk of the airship body 1 falling accidentally, effectively preventing the risk of loss of control from expanding, and fundamentally solving the dilemma of insufficient protection and excessive handling in related technologies.

[0039] In this embodiment, the primary protection module prevents a single point of failure from spreading into overall failure; the secondary directional ejection mechanism can anchor the airship in the event of a loss of control, preventing it from drifting into high-risk airspace such as densely populated areas or areas with important facilities; and the tertiary rapid dismantling device can disassemble the airship structure in extreme scenarios, reducing the impact force of the falling debris and preventing significant secondary damage to the ground.

[0040] The aforementioned status acquisition module, central control module 12, and multi-level execution module do not limit the specific type, size, or application scenario of the airship. Except for tethered airships, they can be directly adapted to all types of airships, such as tethered balloons, free balloons, and stratospheric airships. There is no need to redesign the emergency system for different products, making them highly reusable and with low deployment costs.

[0041] The central control module 12 can automatically determine the risk level and trigger corresponding operations based on the operating status, with an emergency response latency far lower than that of purely manual handling; in conjunction with the optional positioning component, the location of the debris can be quickly located after dismantling, greatly improving the efficiency of subsequent cleanup and accident tracing, and reducing the manpower and time costs of accident handling.

[0042] In some embodiments, the airship body 1 includes an airbag and a main body 102. The main body 102 is disposed on the airbag, the main body 102 is a pod, and the central control module 12 is disposed on the main body 102.

[0043] In related technologies, the airbags of airships are usually integral structures. In the event of an emergency, such as a fire, the integrally designed airbags cannot be disassembled, causing the fire to spread rapidly in the enclosed space. When the airbags rupture due to the fire, the design of the integral structure can also cause a large amount of filling gas, such as helium, to leak instantly, causing the airship to lose buoyancy control and further increasing the risk of its uncontrolled fall. It is difficult to achieve an orderly forced landing by releasing gas in stages.

[0044] To address the issue that the overall airbag design in related technologies cannot prevent the spread of flames, the airbag in this embodiment includes multiple airbag units 101, with adjacent airbag units 101 being detachably connected. In the event of an emergency such as a fire in one airbag unit 101, the connection between that airbag unit and adjacent airbag units can be quickly disconnected, thereby preventing the flames from spreading to other airbag units and effectively controlling the fire's spread. Simultaneously, only the faulty airbag unit needs to release its filling gas, preventing a large-scale instantaneous leakage of gas from the entire airbag, allowing the airship to maintain some buoyancy. This facilitates orderly forced descent through segmented buoyancy adjustments, significantly reducing the risk of uncontrolled fall.

[0045] In some embodiments, the primary protection module includes: multiple exhaust structures 2 and / or multiple flame-retardant isolation structures 3.

[0046] In related technologies, the airbag deflates slowly, making it difficult to achieve rapid descent in emergency situations.

[0047] To address the issue of slow airbag deflation in related technologies, this embodiment provides at least one exhaust structure 2 for each airbag unit 101. The controlled end of the exhaust structure 2 is connected to the output of the central control module, and the exhaust structure 2 controls whether the airbag unit 101 deflates. This embodiment allows the central control module to quickly trigger the opening of the exhaust structure of the corresponding airbag unit, enabling independent and rapid deflation of one or more airbag units. Compared to the single exhaust path of the entire airbag, this significantly improves deflation efficiency and allows for rapid reduction of the airship's altitude in emergencies. Furthermore, gas leaks or airbag unit ruptures will not affect adjacent airbag units. Simultaneously, targeted deflation operations can be performed on faulty airbag units to avoid unnecessary gas leaks from non-faulty units, ensuring the airship maintains a certain level of buoyancy and attitude stability, thus buying valuable time for subsequent emergency response and safe landing.

[0048] Furthermore, the exhaust structure 2 includes an exhaust channel and an exhaust valve, with the exhaust valve located within the exhaust channel. The exhaust valve can be an electromagnetic exhaust valve, which offers fast response. The central control module can quickly drive the valve core to open the exhaust channel by sending an electrical signal, with a response time down to the millisecond level, meeting the need for rapid exhaust and elevation reduction in emergency situations. Simultaneously, the electromagnetic exhaust valve boasts excellent sealing performance, ensuring no gas leakage within the airbag unit during non-exhaust operation, thus guaranteeing buoyancy stability during normal aircraft operation.

[0049] The flame-retardant isolation structure 3 is installed between two adjacent airbag units 101. When an airbag unit catches fire due to an accident or gas leak, the flame-retardant isolation structure 3 can effectively prevent the spread of flames and high temperatures to adjacent airbag units, thus preventing the fire from spreading further. At the same time, the good heat insulation performance of the flame-retardant isolation structure 3 can reduce the risk of abnormal pressure increase caused by the thermal expansion of gas in adjacent airbag units, reduce the probability of secondary damage to non-faulty airbag units, and thus maintain the structural integrity and partial buoyancy of the airship to the greatest extent in the event of a sudden safety incident.

[0050] Furthermore, the flame-retardant isolation structure 3 includes a fireproof partition, which is a composite material composed of glass fiber and fire-resistant asbestos. The glass fiber gives the fireproof partition excellent mechanical strength and tensile properties, ensuring its structural stability under pressure fluctuations inside the airship and external airflow disturbances, preventing deformation or damage. The fire-resistant asbestos component provides excellent fire resistance and heat insulation properties, able to withstand continuous burning by high-temperature flames without melting or failing, effectively blocking the path of flame spread. At the same time, this composite material has a low density, which does not significantly increase the overall load on the airship.

[0051] A fireproof partition is provided at the end of each of the two adjacent airbag units 101. The fireproof partition is laid across the entire end of the airbag unit 101 and extends outward. When the two adjacent airbag units 101 are connected, the two fireproof partitions abut against each other to form a continuous flame-retardant isolation barrier, effectively filling the gap between the adjacent airbag units and preventing flames and high temperatures from penetrating into the non-faulty airbag units through the gap.

[0052] In some embodiments, the three-stage rapid dismantling device includes: an electrically controlled locking element 4 and a time-delayed self-destruct device 5.

[0053] Two adjacent airbag units 101 are connected by multiple electrically controlled locking components 4, and the controlled end of the electrically controlled locking component 4 is connected to the output end of the central control module. The electrically controlled locking component 4 has a first state and a second state. When the electrically controlled locking component 4 is in the first state, the two adjacent airbag units 101 are connected. When the electrically controlled locking component 4 is in the second state, the two adjacent airbag units 101 are separated.

[0054] Optionally, the electrically controlled locking component 4 includes an electromagnet connecting latch, which consists of an electromagnet body, an armature latch, and a return spring. During normal operation, the electromagnet connecting latch is continuously energized to ensure that the airbag units are assembled into a complete airbag. When the electromagnet is energized, the armature latch extends under electromagnetic attraction and tightly engages with the matching slot on the side wall of the adjacent airbag unit, placing the electrically controlled locking component in its first state and achieving a stable connection between adjacent airbag units. When the control system receives a disassembly command or detects an emergency fault, the electromagnet is de-energized, and the spring force of the return spring pushes the armature latch back, releasing it from the slot. The electrically controlled locking component switches to its second state, and the adjacent airbag units quickly separate. Furthermore, the electromagnet connecting latch is also equipped with a backup power supply module to ensure that it can still respond to emergency disassembly signals in the event of a main power failure, forming a dual guarantee with the time-delay self-destruct device and improving the reliability of the disassembly device.

[0055] The controlled end of the delayed self-destruct device 5 is connected to the output end of the central control module. Each airbag unit 101 is equipped with a delayed self-destruct device 5. After the airbag unit 101 is separated, the central control module controls the delayed self-destruct device 5 on the airbag unit 101 to act, so as to destroy the airbag unit 101.

[0056] Optionally, the delayed self-destruct device 5 includes explosive bolts installed inside each independent airbag unit 101. One or more explosive bolts can be installed. The explosive bolts are only triggered after the malfunctioning airbag unit 101 is separated from other malfunctioning airbag units. The explosive bolts are triggered using a non-electric ignition method, with the trigger signal transmitted by a delay controller via a mechanical push rod. The installation position of each explosive bolt must correspond to the critical load-bearing structure or inflation cavity of the airbag unit 101. When the trigger signal arrives, the chemical agent inside the explosive bolt reacts to generate high-pressure gas, instantly rupturing the connecting structure and causing the outer shell and internal components of the airbag unit to rapidly disintegrate. Simultaneously, the chemical formula of the explosive bolts is optimized to ensure stable triggering even in extreme environments such as low temperatures and high altitudes, and the reaction products leave no toxic residue, meeting the environmental design requirements of airships. Furthermore, the delayed self-destruct device is equipped with redundant trigger paths. If the main trigger channel fails, the backup mechanical trigger mechanism can complete ignition through a preset delayed mechanical action, further improving the reliability of the self-destruct process.

[0057] The specific working process of the three-stage rapid dismantling device is as follows: When a leak or fire is detected in the airbag unit, the central control module issues a dismantling and explosion command. The three-stage rapid dismantling device is activated, the electromagnet connection latch is de-energized, and the faulty local airbag unit dismantles from the main body; the delayed self-destruct device 5 is activated, and the detached local airbag unit self-destructs.

[0058] This embodiment enables the rapid and tiered disintegration of the airship in an emergency: First, the rapid switching of the electronically controlled locking mechanism allows adjacent airbag units to separate quickly, breaking down the large airbag into multiple independent small units, significantly reducing the volume and mass of individual falling objects and minimizing the impact damage to ground targets; Second, the delayed self-destruct device can trigger a destruction action after the airbag units separate, ensuring that each separated airbag unit breaks down within a specified time, preventing it from floating in the air for a long time and creating airspace obstruction, or causing secondary damage to ground personnel and facilities after falling.

[0059] In some embodiments, the three-stage rapid dismantling device further includes a battery and a signal transmitter 13. The battery is disposed on the airbag unit 101 and / or the main body 102. The signal transmitter 13 is disposed on the airbag unit 101 and / or the main body 102, and the controlled end of the signal transmitter is connected to the output end of the central control module. The signal transmitter is used to continuously send a position signal after dismantling is triggered. After the main body 102 initiates self-destruction, the signal transmitter continuously sends position information (at 100ms intervals) until the battery is depleted, which facilitates the ground station to obtain the precise position of the main body 102 in real time, enabling personnel to quickly locate the fall area, evacuate surrounding personnel in advance, and set up warning areas, effectively reducing the potential risks to ground personnel and facilities caused by the fall of the dismantling unit; at the same time, the continuous position signal transmission also facilitates the subsequent debris recovery work, helps to quickly find the debris of the dismantling unit, and avoids its impact on the ecological environment by leaving it in the wild.

[0060] In some embodiments, the secondary directional anchoring mechanism 6 includes a main anchor assembly and a backup anchor assembly, which are respectively mounted on the airship body 1. The controlled ends of the main anchor assembly and the backup anchor assembly are respectively connected to the output end of the central control module. The backup anchor assembly includes a backup anchor 61, an anchor winch 62, a roller 63, and a traction rope 64. The backup anchor 61 is connected to the anchor winch 62 via the traction rope 64. The roller 63 guides the traction rope 64. The controlled end of the anchor winch 62 is connected to the output end of the central control module. The main anchor assembly includes a main anchor, a main anchor winch, and other structures. The controlled end of the main anchor winch is connected to the output end of the central control module, and the main anchor winch is used to control the main anchor to perform the anchoring action.

[0061] The airship body 1 is equipped with a GPS positioning module 7, which is used to feed back the position information of the airship body 1 to the ground station. The ground station is interconnected with the central control module. When the airship body 1 deviates from the preset airspace, the central control module triggers the main anchor assembly and / or the backup anchor assembly to anchor, so as to fix the position.

[0062] The working process of this embodiment is as follows: When the GPS positioning module 7 detects that the real-time position of the airship body 1 exceeds the preset airspace range, it immediately feeds back the position deviation signal to the ground station. The ground station, through the positioning information of the airship body and the area map information, decides whether to activate the backup anchor command. The ground station sends a release trigger command to the central control module through interaction with the central control module. After receiving the command, the central control module drives the main anchor assembly and / or the backup anchor assembly to start working. Taking the operation of the backup anchor assembly as an example, the anchor winch 62 starts working. The anchor winch 62 drives the backup anchor 61 through the traction rope 64. Under the guidance of the roller 63, the backup anchor 61 is launched in a preset direction. After the backup anchor 61 contacts the ground or a designated fixed object, it achieves stable anchoring by relying on its own structure (such as a grappling hook, counterweight, etc.). The traction rope 64 generates a pulling force on the airship body 1, limiting its continued deviation from the preset airspace, thereby completing the position fixation. After the airship body 1 is anchored in a safe area using a spare anchor, it can be fixed in the existing area and wait for the ground station to manually lower the airship body 1.

[0063] This embodiment can initiate an emergency response the moment the airship deviates from the preset airspace. By precisely launching the main anchor assembly and / or backup anchor assembly, it achieves rapid positioning and effectively prevents the airship from drifting uncontrollably into no-fly zones, densely populated areas, or other dangerous zones, ensuring the airship's operational safety and the stability of the surrounding airspace environment. The real-time interaction mechanism between the ground station and the central control module allows operators to monitor the entire emergency response process, improving the controllability and reliability of emergency operations.

[0064] In related technologies, the mooring system is singular, lacking an effective backup plan in case of main anchor failure. This embodiment effectively overcomes this deficiency by setting up a dual mooring mechanism with a main anchor assembly and a backup anchor assembly. The emergency method specifically includes: first, real-time monitoring of the main anchor assembly's anchoring status; when main anchor assembly failure is detected, the central control module immediately triggers the activation command for the backup anchor assembly; subsequently, the anchor winch 62 starts and, via the traction rope 64, drives the backup anchor 61, which is then launched in a preset direction under the guidance of the roller 63; after the backup anchor 61 contacts the ground or a designated fixed object and is firmly anchored by its own structure, the traction rope 64 applies tension to the airship body 1, limiting its further deviation from the preset airspace, thus completing the emergency mooring. The entire process, through real-time interaction between the ground station and the central control module, ensures that operators can promptly grasp the status and make necessary interventions, improving the airship's safety and emergency response capabilities in sudden situations.

[0065] Furthermore, this embodiment can simultaneously use a main anchor assembly and a backup anchor assembly to fix the airship body to the ground, making the fixation between the airship body and the ground more reliable.

[0066] In some embodiments, the status acquisition module includes at least one of a pressure detection module 8, a temperature detection module 9, an attitude detection module 10, a wind speed detection module, and a battery voltage detection module 11. The pressure detection module 8 is used to detect the air pressure inside the airship body 1; the pressure detection module 8 is a pressure sensor. The temperature detection module 9 is used to detect the temperature inside the airship body 1; the temperature detection module 9 is a temperature sensor. The attitude detection module 10 is used to detect the attitude of the airship body 1; the attitude detection module 10 is a gyroscope. The wind speed detection module is used to detect the wind speed in the external environment. The battery voltage detection module 11 is used to detect the battery voltage.

[0067] Furthermore, each airbag unit 101 is equipped with a pressure detection module 8 and / or a temperature detection module 9 to collect the internal pressure and / or temperature data of the corresponding airbag unit in real time and transmit the data to the central control module in real time. The central control module continuously monitors and analyzes the collected data. When it detects that the pressure or temperature of a certain airbag unit deviates from the preset safety range, it combines the airship attitude information obtained by the attitude detection module to comprehensively determine which solution to adopt. This embodiment can realize real-time monitoring of the operating status of each airbag unit, ensuring that abnormal pressure or temperature in the airbag can be quickly identified in the early stages. Through early warning and rapid activation of targeted solutions, the risk of serious accidents such as airship loss of control and crash caused by airbag failure is effectively reduced, further enhancing the overall operational safety and reliability of the airship.

[0068] In related technologies, the dismantling process of airships lacks directional control, and the area where debris falls is uncontrollable. To solve this problem, this embodiment utilizes the synergistic effect of a two-stage directional ejection mechanism 6 and a three-stage rapid dismantling device to achieve controllable positioning of the airship dismantling debris.

[0069] When the aerostat detects a medium-risk condition such as the main anchor assembly's mooring rope breaking or drifting out of the preset controllable airspace, it triggers the backup anchor winch to release the backup anchor, which anchors the aerostat in the current airspace via the traction rope, preventing it from continuing to drift into densely populated areas, important facilities, or other sensitive areas. This fundamentally confines the debris's fall area to a controllable zone, avoiding large-scale uncontrollable drift and fall.

[0070] When the airship enters a high-risk state, the three-stage rapid disintegration device will trigger the separation triggers (such as electromagnet clips and non-electric ignition explosive bolts) distributed at the joints of the airship's various structures, disassembling the overall structure into multiple lightweight and low-impact independent small parts, thus avoiding serious damage caused by the large-volume overall fall.

[0071] The accompanying graded triggering mechanism further ensures the controllability of the debris: dismantling operations are only initiated when the risk level reaches the highest level. Under low-risk faults, the fault is isolated by the first-level protection module and the complete structure is preserved for recovery. Under medium-risk faults, the position is fixed by the second-level anchoring mechanism, minimizing the probability of triggering dismantling and reducing the possibility of debris scattering from the triggering logic.

[0072] Reference Figures 1 to 6 The specific embodiments of the present invention will now be described in detail with reference to the second aspect of the present invention, namely, the airship safety emergency method.

[0073] It should be noted that the airship safety emergency method of the second aspect of the present invention is only a preferred embodiment of the present invention. The airship safety emergency method of the present invention can be the airship safety emergency method of the second aspect of the present invention or other methods. For ease of explanation, the airship safety emergency method of the second aspect of the present invention will be used for explanation below.

[0074] According to an embodiment of the present invention, in a second aspect, an airship safety emergency method is provided, comprising the following steps: S1. Obtain the operating status information of the airship body.

[0075] S2. Determine the current risk level based on the operational status information.

[0076] S3. Trigger emergency operations at corresponding levels from low to high according to the risk level. The emergency operations include at least three levels from low to high: the first level is to perform risk isolation operation on the airship body 1, the second level is to perform position constraint operation on the airship body 1, and the third level is to perform dismantling operation on the airship body 1.

[0077] This embodiment achieves precise risk response through tiered emergency operations. The first level of risk isolation effectively prevents local anomalies from spreading to the entire aerostat system, avoiding escalation of risks. The second level of position constraint quickly stabilizes the aerostat's attitude and position, preventing it from drifting uncontrollably into dangerous areas. The third level of disassembly operation ensures that the aerostat disassembles in a preset manner under extreme risk conditions, minimizing damage to personnel and facilities on the ground. In an emergency, the central control module triggers a self-destruct procedure based on parameters such as the aerostat's attitude, air pressure, wind speed, and battery voltage, according to preset thresholds or remote commands. The above-mentioned aerostat safety emergency methods achieve full-process coverage from early warning to extreme situation handling, significantly improving the emergency response capability and operational safety of tethered aerostats.

[0078] In some embodiments, in step S1, the operational status information of the airship body includes the real-time position of the airship body, attitude parameters (pitch angle, yaw angle), pressure and temperature inside the airbag, and real-time monitoring data of the surrounding environment (including wind speed, wind direction, atmospheric pressure and humidity, etc.).

[0079] In step S3, emergency operations are triggered at the corresponding levels according to the risk level, from low to high. Specifically, this includes the following steps: When the airship body 1 has a normal attitude, altitude, and temperature but abnormal air pressure, the first-level solution is activated, triggering the first-level protection module. The flame-retardant isolation structure 3 of the first-level protection module can prevent the flame from spreading to the non-faulty airbag units, and control the exhaust structure 2 on the faulty airbag unit to expel the gas inside the airbag unit, thereby reducing the internal pressure of the faulty airbag unit and avoiding the risk of secondary rupture due to excessive pressure. At the same time, the rapid response of the flame-retardant isolation structure can form a physical barrier in a short time, completely separating the faulty area from other normal airbag units, ensuring that the non-faulty parts can still maintain basic buoyancy and attitude stability.

[0080] When the airship's attitude is normal, but its altitude, temperature, and air pressure are all normal, the secondary solution is activated, triggering the secondary directional jettison mechanism 6. The specific operation of the secondary directional jettison mechanism 6 is as follows: When the GPS positioning module 7 detects that the real-time position of the airship body 1 exceeds the preset airspace range, it immediately feeds back the position deviation signal to the ground station. The ground station, using the airship body's positioning information and the area map information, decides whether to activate the backup anchor command. The ground station, through interaction with the central control module, sends a jettison trigger command to the central control module. Upon receiving the command, the central control module drives the main anchor assembly and / or the backup anchor assembly to start operation.

[0081] When the airship exhibits abnormal attitude, altitude, temperature, and air pressure, a three-stage solution is activated, triggering the three-stage rapid disintegration device to perform a rapid separation and disintegration operation. The specific operation of the three-stage rapid disintegration device is as follows: upon detecting air leakage or fire in the airbag unit, the central control module issues a disintegration and explosion command; the three-stage rapid disintegration device is activated, the electromagnet connection latch is de-energized, and the faulty local airbag unit disintegrates from the main body; the delayed self-destruct device 5 is activated, causing the detached local airbag unit to self-destruct.

[0082] After determining the current risk level based on operational status information, a secondary inspection process is initiated. Abnormal information is notified to the ground station. If no further abnormalities are found during the secondary inspection, emergency operations corresponding to the anomaly type are executed. This process effectively filters false abnormal signals caused by momentary sensor errors or interference through the secondary inspection, reducing the probability of falsely triggering emergency operations. Simultaneously, the ground station acquires abnormal information and can combine it with global data for decision support, improving the scientific nature of the emergency response. Differentiated operations are executed for different risk levels, enabling precise intervention in low-risk situations and the initiation of extreme measures such as rapid dismantling in high-risk situations, maximizing the safety of the airship and its surrounding environment and achieving a balance between efficiency and reliability in emergency response.

[0083] While activating the Level 2 or Level 3 emergency response plan, continuously issue alerts to the ground station and send the airship's main body location information (102) until the emergency response process ends. The alert information should clearly indicate the type of anomaly (e.g., airbag leakage, localized fire), the current risk level, and the type of emergency response plan activated, enabling the ground station to quickly pinpoint the core issue and ensure real-time monitoring of the airship's spatial coordinates and trajectory.

[0084] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the above embodiments.

Claims

1. An airship, characterized in that, include: Aircraft body (1); The status acquisition module is used to acquire the operating status information of the airship body (1); The central control module is communicatively connected to the status acquisition module and is used to determine the current risk level based on the operating status information. A multi-level execution module, which is communicatively connected to the central control module, is used to execute emergency operations at the corresponding level according to the risk level. The multi-level execution module includes at least: a first-level protection module, a second-level directional ejection mechanism (6) and a third-level rapid dismantling device. The first-level protection module is used to perform risk isolation operations on the airship body (1), the second-level directional ejection mechanism (6) is used to perform position constraint operations on the airship body (1), and the third-level rapid dismantling device is used to perform dismantling operations on the airship body (1).

2. The airship according to claim 1, characterized in that, The airship body (1) includes: An airbag includes multiple airbag units (101) that are detachably connected to adjacent airbag units (101); The main body (102) is disposed on the airbag, and the central control module is disposed on the main body (102).

3. The airship according to claim 2, characterized in that, The primary protection module includes: Multiple exhaust structures (2), the controlled end of which is connected to the output end of the central control module, each airbag unit (101) is provided with at least one exhaust structure (2), the exhaust structure (2) being used to control whether the airbag unit (101) exhausts air; and / or Multiple flame-retardant isolation structures (3) are disposed between two adjacent airbag units (101).

4. The airship according to claim 2, characterized in that, The three-stage rapid dismantling device includes: An electrically controlled locking component (4) is provided, the controlled end of which is connected to the output end of the central control module. The electrically controlled locking component (4) has a first state and a second state. When the electrically controlled locking component (4) is in the first state, two adjacent airbag units (101) are connected. When the electrically controlled locking component (4) is in the second state, two adjacent airbag units (101) are separated. The delayed self-destruct device (5) is connected to the output of the central control module. Each airbag unit (101) is equipped with the delayed self-destruct device (5). After the airbag unit (101) is separated, the central control module controls the delayed self-destruct device (5) on the airbag unit (101) to act in order to destroy the airbag unit (101).

5. The airship according to claim 4, characterized in that, The three-stage rapid dismantling device also includes: A battery is disposed on the airbag unit (101) and / or the main body (102); A signal transmitter is disposed on the airbag unit (101) and / or the main body (102), the controlled end of the signal transmitter is connected to the output end of the central control module, and the signal transmitter is used to continuously send position signals after disassembly triggering.

6. The airship according to claim 1, characterized in that, The secondary directional ballast release mechanism (6) includes a main anchor assembly and a backup anchor assembly. The main anchor assembly and the backup anchor assembly are respectively installed on the airship body (1). The controlled ends of the main anchor assembly and the backup anchor assembly are respectively connected to the output end of the central control module. The airship body (1) is equipped with a GPS positioning module (7). The GPS positioning module (7) is used to feed back the position information of the airship body (1) to the ground station. The ground station is interactively connected with the central control module. When the airship body (1) deviates from the preset airspace, the central control module triggers the main anchor assembly and / or the backup anchor assembly to anchor, so as to achieve position fixation.

7. The airship according to claim 1, characterized in that, The status acquisition module includes at least one of the following: air pressure detection module (8), temperature detection module (9), attitude detection module (10), wind speed detection module, and battery voltage detection module. The air pressure detection module (8) is used to detect the air pressure inside the airship body (1), the temperature detection module (9) is used to detect the temperature inside the airship body (1), and the attitude detection module (10) is used to detect the attitude of the airship body (1).

8. A safety emergency method for an airship, characterized in that, Based on the airship according to any one of claims 1-7, the process includes the following steps: Obtain operational status information of the airship body; The current risk level is determined based on the aforementioned operational status information; Emergency operations are triggered at corresponding levels from low to high according to the risk level. The emergency operations include at least three levels from low to high: the first level is to perform risk isolation operation on the airship body (1), the second level is to perform position constraint operation on the airship body (1), and the third level is to perform dismantling operation on the airship body (1).

9. The airship safety emergency method according to claim 8, characterized in that, Emergency actions are triggered at the corresponding levels based on risk level, from low to high. The specific steps include: When the airship body (1) has a normal attitude, normal altitude, normal temperature but abnormal air pressure, the first-level solution is activated and the first-level protection module is triggered to work. When the airship attitude is normal, the altitude position is abnormal, the temperature is normal and the air pressure is normal, the secondary solution is activated, triggering the secondary directional jettison mechanism (6) to work; When the airship's attitude, altitude, temperature, and air pressure are abnormal, a three-level solution is activated, triggering the three-level rapid dismantling device to perform rapid separation and dismantling operations.

10. The airship safety emergency method according to claim 9, characterized in that, After determining the current risk level based on the operational status information, a secondary inspection process is initiated to notify the ground station of the abnormality. If no abnormality is found during the secondary inspection, emergency operations of the corresponding level are performed according to the type of abnormality. and / or While activating the Level 2 or Level 3 solution, continuously issue alerts to the ground station and send the location information of the airship body (102) until the emergency process ends.

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