Aircraft sensor device and aircraft

Abstract

The utility model discloses an aircraft sensor device, which is used to be installed on the body of an aircraft. The aircraft sensor device includes: a bracket, the bracket has a first connection surface and a second connection surface that are arranged opposite to each other at an interval, the first connection surface is used to connect to the body, and the second connection surface is inclined relative to the first connection surface; a radar, the radar is installed on the second connection surface; a camera, the camera is installed on the second connection surface and is located on one side of the radar. In the aircraft sensor device of the utility model, since the second connection surface of the bracket is inclined with the first connection surface, that is, an angle is formed between the second connection surface and the first connection surface, so that there is an inclination when the radar and the camera are installed on the body of the aircraft, therefore, when the aircraft is not flying horizontally, the inclination formed by the radar and the camera through the bracket can automatically correct and compensate for the pitch angle of the body, avoid excessive attitude angle, thereby ensuring phase-control-free load operation, and avoid affecting the accuracy of the measured point cloud.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, and in particular to an aircraft sensor device and an aircraft. Background Art

[0002] Aircraft (such as drones) are usually equipped with radars and cameras to quickly acquire a large amount of real-time data on site and achieve all-round monitoring of the surrounding environment.

[0003] Generally, the radar and camera are installed on the aircraft body through the horizontal angle bracket to maintain a relative horizontal state with the aircraft body. When the aircraft is not flying horizontally (i.e. tilting), there is a certain pitch angle, which can easily cause the attitude angle of the radar and camera to be too large, making it difficult to ensure phase-free operation of the load, affecting the accuracy of the measured point cloud. Utility Model Content

[0004] The main purpose of the utility model is to provide an aircraft sensing device, aiming to solve the current technical problem that the attitude angles of radars and cameras are easily too large when the aircraft is not flying horizontally.

[0005] To achieve the above object, the utility model provides an aircraft sensor device for installation on an aircraft body, wherein the aircraft sensor device comprises:

[0006] A rack, the rack having a first connection surface and a second connection surface arranged opposite to each other at an interval, the first connection surface being used to connect to the machine body, and the second connection surface being arranged obliquely with respect to the first connection surface;

[0007] A radar, wherein the radar is installed on the second connection surface;

[0008] A camera is installed on the second connection surface and is located on one side of the radar.

[0009] In some embodiments, the inclination angle of the second connecting surface relative to the first connecting surface is an acute angle.

[0010] In some embodiments, the rack includes a connecting substrate and a loading base connected to the connecting substrate, the first connecting surface is formed on a side of the connecting substrate facing away from the loading base, and the second connecting surface is formed on a side of the loading base facing away from the connecting substrate.

[0011] In some embodiments, the rack further includes an elastically deformable shock absorber, which is disposed between the connecting substrate and the loading base, one end of the shock absorber is connected to the connecting substrate, and the other end of the shock absorber is connected to the loading base.

[0012] In some embodiments, there are at least two shock absorbers, and the at least two shock absorbers are divided into two shock absorber groups, one of the two shock absorber groups is located on one side of the connecting substrate corresponding to the loading base, and the other is located on the other side of the connecting substrate corresponding to the loading base.

[0013] In some embodiments, a first connecting portion is protrudingly provided at one end of the shock absorbing member, and a second connecting portion is protrudingly provided at the other end;

[0014] The connection substrate is provided with a first connection hole, and the first connection portion is engaged with the first connection hole; the loading base is provided with a second connection hole, and the second connection portion is engaged with the second connection hole.

[0015] In some embodiments, the hanger further includes an anti-slip component, which is respectively penetrated through the connecting substrate and the loading base, and makes the maximum variable spacing between the connecting substrate and the loading base smaller than the maximum stretching length of the shock absorber.

[0016] In some embodiments, the anti-slip component includes a connecting rod, a first anti-slip cap and a second anti-slip cap. The anti-slip component is passed through the connecting rod and is arranged on the connecting substrate and the loading base. The first anti-slip cap is connected to one end of the connecting rod and is located on a side of the connecting substrate facing away from the loading base. The second anti-slip cap is connected to the other end of the connecting rod and is located on a side of the loading base facing away from the connecting substrate.

[0017] In some embodiments, a communication interface is provided on the side of the loading base, and the radar and the camera are electrically connected to the controller in the body through the communication interface.

[0018] The utility model also provides an aircraft, which includes an aircraft body and the aircraft sensor device as described above, wherein the pylon is connected to the aircraft body through the first connecting surface.

[0019] When the aircraft sensor device of the utility model is installed on the body of the aircraft, the radar and the camera are connected to the body of the aircraft through the bracket, wherein the radar and the camera are installed on the second connecting surface of the bracket, and the bracket is connected to the body through its first connecting surface. Since the second connecting surface of the bracket is inclined relative to the first connecting surface, that is, an angle is formed between the second connecting surface and the first connecting surface, so that there is an inclination when the radar and the camera are installed on the body of the aircraft, therefore, when the aircraft is not flying horizontally, the inclination formed by the radar and the camera through the bracket can automatically correct and compensate for the pitch angle of the body to avoid excessive attitude angle, thereby ensuring that the load operation is phase-controlled-free and avoiding affecting the accuracy of the measured point cloud. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic diagram of the structure of an aircraft sensor device in one embodiment of the utility model;

[0021] Figure 2 for Figure 1 A schematic diagram of the structure of the aircraft sensor device in the embodiment from another perspective;

[0022] Figure 3 for Figure 1 A schematic diagram of the structure of the aircraft sensor device in the embodiment from another perspective;

[0023] Figure 4 for Figure 1 A schematic structural diagram of a shock absorbing member of a rack in an embodiment;

[0024] Figure 5 for Figure 1 A schematic structural diagram of the anti-dropping component of the hanger in the embodiment. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the scheme in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0026] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back...) are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0027] It should also be noted that when an element is referred to as being "fixed on" or "disposed on" another element, it may be directly on the other element or there may be an intermediate element at the same time. When an element is referred to as being "connected to" another element, it may be directly connected to the other element or there may be an intermediate element at the same time.

[0028] In addition, the descriptions of "first", "second", etc. in the present utility model are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in this field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present utility model.

[0029] The present invention provides an aircraft sensor device for installation on an aircraft body. Figure 1 and Figure 2 , the aircraft sensing device comprises:

[0030] The rack 100 has a first connection surface 101 and a second connection surface 102 which are arranged opposite to each other at an interval, the first connection surface 101 is used to connect with the machine body, and the second connection surface 102 is arranged obliquely with respect to the first connection surface 101;

[0031] Radar 200, the radar is installed on the second connection surface 102;

[0032] The camera 300 is installed on the second connection surface 102 and is located at one side of the radar 200 .

[0033] The aircraft sensor device involved in this embodiment is mainly used in aircraft, and can be installed on the body of the aircraft to collect real-time data of the on-site environment and realize monitoring of the on-site environment. The aircraft may be a drone, including but not limited to this.

[0034] The aircraft sensor device mainly includes a bracket 100, a radar 200 and a camera 300, wherein the bracket 100 can be an integrated structure, i.e., a single component, or a split structure, i.e., assembled from multiple components, without limitation. The bracket 100 has a first connecting surface 101 and a second connecting surface 102, which are arranged at a relative interval, and the first connecting surface 101 can be formed on the top surface of the bracket 100, and the second connecting surface 102 can be formed on the bottom surface of the bracket 100. In addition, the second connecting surface 102 is arranged at an angle relative to the first connecting surface 101, i.e., the second connecting surface 102 has an inclination angle relative to the first connecting surface 101.

[0035] When the aircraft sensor device is installed on the aircraft body, it is connected to the body through the first connection surface 101 of the bracket 100, and the first connection surface 101 is horizontal with respect to the body to achieve docking connection with the body. Among them, the bracket 100 and the body can adopt a variety of detachable connection methods such as snap connection, screw connection, etc.

[0036] The radar 200 and the camera 300 are both mounted on the second connection surface 102 of the bracket 100, and the camera 300 is located on one side of the radar 200. The radar 200 and the camera 300 may be detachably arranged on the bracket 100, and the detachable connection form may be, for example, a snap connection, a screw connection, etc., which is not limited. Among them, the radar 200 may be a laser radar 200, and the camera 300 may be an aerial camera 300.

[0037] When the aircraft sensor device of the utility model is installed on the body of the aircraft, the radar 200 and the camera 300 are connected to the body of the aircraft through the bracket 100, wherein the radar 200 and the camera 300 are installed on the second connection surface 102 of the bracket 100, and the bracket 100 is connected to the body through its first connection surface 101. Since the second connection surface 102 of the bracket 100 is inclined relative to the first connection surface 101, that is, an angle is formed between the second connection surface 102 and the first connection surface 101, so that there is an inclination when the radar 200 and the camera 300 are installed on the body of the aircraft, therefore, when the aircraft is not flying horizontally, the inclination formed by the radar 200 and the camera 300 through the bracket 100 can automatically correct and compensate for the pitch angle of the body to avoid excessive attitude angle, thereby ensuring that the load operation is phase-control-free and avoiding affecting the accuracy of the measured point cloud.

[0038] In some embodiments, reference Figure 2 , the inclination angle α of the second connection surface 102 relative to the first connection surface 101 is an acute angle. Optionally, the inclination angle α of the second connection surface 102 relative to the first connection surface 101 is 6.5°.

[0039] In some embodiments, reference Figure 1 and Figure 2The pylon 100 includes a connection substrate 110 and a loading base 120 connected to the connection substrate 110. A first connection surface 101 is formed on the side of the connection substrate 110 facing away from the loading base 120, and a second connection surface 102 is formed on the side of the loading base 120 facing away from the connection substrate 110. In this embodiment, the pylon 100 adopts a split structure, mainly composed of a connection substrate 110 and a loading base 120. The connection substrate 110 is located above the loading base 120, and a first connection surface 101 is formed on the side facing away from the loading base 120 for connection with the body. The loading base 120 is located below the connection substrate 110, and a second connection surface 102 is formed on the side facing away from the connection substrate 110 for installation of the radar 200 and the camera 300. Optionally, the loading base 120 and the connection substrate 110 can be detachably connected through an intermediate component, and the structural form of the intermediate component can be various, such as a shock absorbing component.

[0040] In some embodiments, reference Figure 1 and Figure 2 The bracket 100 also includes an elastically deformable shock absorber 130, which is arranged between the connecting substrate 110 and the loading base 120, one end of the shock absorber 130 is connected to the connecting substrate 110, and the other end of the shock absorber 130 is connected to the loading base 120. In this embodiment, the shock absorber 130 can be hollow so that it can be deformed to buffer and reduce shock. The number and position of the shock absorber 130 can be selected according to the situation and are not limited here. Specifically, during the flight of the aircraft, when the high-frequency vibration generated by the blades is transmitted to the radar 200 and the camera 300 through the connecting substrate 110, the shock absorber 130, and the loading base 120 in sequence, it will be filtered and damped by the shock absorber 130. Optionally, the shock absorber 130 can be made of rubber balls and damping materials for shock reduction, which has a good shock reduction effect.

[0041] In some embodiments, reference Figure 3, at least two shock absorbers 130 are provided, and the at least two shock absorbers 130 are divided into two shock absorber groups, one of the two shock absorber groups is located at one side corresponding to the connecting substrate 110 and the loading base 120, and the other is located at the other side corresponding to the connecting substrate 110 and the loading base 120. In this embodiment, by providing at least two shock absorbers 130, combined shock absorption can be performed by at least two shock absorbers 130, thereby ensuring the shock absorption effect. Further, at least two shock absorbers 130 are divided into two shock absorber groups, and the two shock absorber groups are respectively provided at the two side side positions corresponding to the connecting substrate 110 and the loading base 120, that is, the two side side positions corresponding to the connecting substrate 110 and the loading base 120 are respectively connected by a shock absorber group to ensure the connection balance. Optionally, the number of shock absorbers 130 in the shock absorber group provided at the two side side positions corresponding to the connecting substrate 110 and the loading base 120 is the same and the positions are symmetrical. For example, eight shock absorbers 130 are provided, and the eight shock absorbers 130 are divided into two shock absorber groups, and each shock absorber group includes four shock absorbers 130 .

[0042] In some embodiments, reference Figures 2 to 4 , a first connecting portion 131 is protrudingly provided at one end of the shock absorbing member 130, and a second connecting portion 132 is protrudingly provided at the other end;

[0043] The connection substrate 110 is provided with a first connection hole, and the first connection portion 131 is engaged with the first connection hole; the loading base 120 is provided with a second connection hole, and the second connection portion 132 is engaged with the second connection hole.

[0044] In this embodiment, the shock absorber 130 is inserted into the first connection hole of the connection substrate 110 through its first connection part 131 to connect with the connection substrate 110. To achieve fastening and limiting, optionally, the outer wall of the first connection part 131 is configured with a protrusion, and the hole wall of the first connection hole is provided with a groove. When the first connection part 131 is inserted into the first connection hole, the protrusion is correspondingly clamped in the groove, so that the first connection part 131 is stably inserted into the first connection hole. Of course, this is only an example, including but not limited to this. And, the shock absorber 130 is inserted into the second connection hole of the loading base 120 through its second connection part 132 to connect with the loading base 120. To achieve fastening and limiting, optionally, the outer wall of the second connection part 132 is configured with a protrusion, and the hole wall of the second connection hole is provided with a groove. When the second connection part 132 is inserted into the second connection hole, the protrusion is correspondingly clamped in the groove, so that the second connection part 132 is stably inserted into the second connection hole. Of course, this is just an example and includes but is not limited to this.

[0045] Further, refer to Figures 2 to 4A first abutting ring 133 is integrally formed on the side of the first connection portion 131 away from the shock absorber 130. The first connection portion 131 passes through the first connection hole. The first abutting ring 133 is located on the side of the connection substrate 110 away from the loading base 120 and abuts against the connection substrate 110. A second abutting ring 134 is integrally formed on the side of the second connection portion 132 away from the shock absorber 130. The second connection portion 132 passes through the second connection hole. The second abutting ring 134 is located on the side of the loading base 120 away from the connection substrate 110 and abuts against the loading base 120. The shock absorber 130 passes through the first connection hole of the connection substrate 110 through its first connection portion 131, and the first abutting ring 133 is located on the side of the connection substrate 110 away from the loading base 120 and abuts against the connection substrate 110, so as to achieve a stable connection with the connection substrate 110. Furthermore, the shock absorber 130 passes through the second connection hole of the loading base 120 through its second connection portion 132 , and the second abutment ring 134 is located on a side of the loading base 120 away from the connection substrate 110 and abuts against the loading base 120 to achieve a stable connection with the loading base 120 .

[0046] In some embodiments, reference Figures 1 to 3 The hanger 100 also includes an anti-slip component 140, which is respectively penetrated through the connecting substrate 110 and the loading base 120, and makes the maximum variable spacing between the connecting substrate 110 and the loading base 120 smaller than the maximum stretching length of the shock absorber 130.

[0047] The loading base 120 is connected to the connection base 110 through the shock absorber 130. During the flight of the aircraft, due to the weight of the radar 200 and the camera 300 and other external factors, the loading base 120 will move relative to the connection base 110 and the shock absorber 130 will correspondingly expand and contract. Among them, the anti-detachment component 140 is arranged through the connection base 110 and the loading base 120, and can move relative to the connection base 110 and the loading base 120. Its function is to limit the change spacing between the connection base 110 and the loading base 120, so that the maximum change spacing between the two is less than the maximum stretching length of the shock absorber 130 itself, thereby preventing the stretching length of the shock absorber 130 from exceeding its maximum stretching length and causing the shock absorber 130 to be separated from the connection base 110 or the loading base 120, that is, preventing the shock absorber 130 from falling off between the connection base 110 and the loading base 120, and ensuring the connection stability.

[0048] The anti-dropping member 140 may have a variety of structural configurations, such as:

[0049] In some embodiments, reference Figure 2 and Figure 5, the anti-slip component 140 includes a connecting rod 141, a first anti-slip cap 142 and a second anti-slip cap 143. The anti-slip component 140 is inserted through the connecting substrate 110 and the loading base 120 through the connecting rod 141. The first anti-slip cap 142 is connected to one end of the connecting rod 141 and is located on a side of the connecting substrate 110 that is away from the loading base 120. The second anti-slip cap 143 is connected to the other end of the connecting rod 141 and is located on a side of the loading base 120 that is away from the connecting substrate 110. Specifically, the connecting rod 141 is movably inserted through the connecting substrate 110 and the loading base 120, and the first anti-slip cap 142 at one end of the connecting rod 141 forms a blocking limit for the connecting substrate 110, and the second anti-slip cap 143 at the other end of the connecting rod 141 forms a blocking limit for the loading base 120, so as to limit the variable spacing between the connecting substrate 110 and the loading base 120. In actual setting, the outline size of the first anti-drop cap 142 is larger than the aperture size of the first through hole provided on the connection substrate 110 for the connection rod 141 to pass through, and the outline size of the second anti-drop cap 143 is larger than the aperture size of the second through hole provided on the loading base 120 for the connection rod 141 to pass through. Among them, at least one of the first anti-drop cap 142 and the second anti-drop cap 143 is threadedly matched with the connection rod 141 to achieve the installation setting of the anti-drop component 140 on the connection substrate 110 and the loading base 120. For example, the first anti-drop cap 142 is integrally formed with the connection rod 141, and the second anti-drop cap 143 is threadedly matched with the connection rod 141 and is detachably sleeved on the connection rod 141.

[0050] In some embodiments, a communication interface is provided on the side of the loading base 120, and the radar 200 and the camera 300 are electrically connected to the controller in the body through the communication interface. In this embodiment, a controller is provided in the body, and a signal interface electrically connected to the controller is exposed on the outer surface of the body. When the radar 200 and the camera 300 are installed on the body through the bracket 100, a signal line can be connected to the communication interface of the loading base 120 to connect with the signal interface on the body, so as to realize communication between the controller in the body and the radar 200 and the camera 300.

[0051] The embodiment of the utility model provides an aircraft, which includes a body and an aircraft sensor device as described in the above embodiment, and the pylon 100 is connected to the body through a first connecting surface 101. The specific structure of the aircraft sensor device is referred to the above embodiment. Since the aircraft adopts all the technical solutions of all the above embodiments, it at least has all the technical effects brought by the technical solutions of the above embodiments, which will not be described one by one here. Optionally, the aircraft is a drone.

[0052] The above description is only a partial or preferred embodiment of the present invention. Neither the text nor the drawings can limit the scope of protection of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the overall concept of the present invention, or direct / indirect application in other related technical fields are included in the scope of protection of the present invention.

Claims

1. An aircraft sensor device, used for installation on an aircraft body, characterized in that: The aircraft sensor device comprises: A rack, the rack having a first connection surface and a second connection surface arranged opposite to each other at an interval, the first connection surface being used to connect to the machine body, and the second connection surface being arranged obliquely with respect to the first connection surface; A radar, wherein the radar is installed on the second connection surface; A camera is installed on the second connection surface and is located on one side of the radar.

2. The aircraft sensing device according to claim 1, characterized in that: The inclination angle of the second connecting surface relative to the first connecting surface is an acute angle.

3. The aircraft sensing device according to claim 1, characterized in that: The rack includes a connection substrate and a loading base connected to the connection substrate, the first connection surface is formed on a side of the connection substrate facing away from the loading base, and the second connection surface is formed on a side of the loading base facing away from the connection substrate.

4. The aircraft sensing device according to claim 3, characterized in that: The hanger also includes an elastically deformable shock absorbing member, which is arranged between the connecting substrate and the loading base, one end of the shock absorbing member is connected to the connecting substrate, and the other end of the shock absorbing member is connected to the loading base.

5. The aircraft sensing device according to claim 4, characterized in that: At least two shock absorbers are provided, and the at least two shock absorbers are divided into two shock absorber groups, one of the two shock absorber groups is located on one side of the connecting substrate corresponding to the loading base, and the other is located on the other side of the connecting substrate corresponding to the loading base.

6. The aircraft sensing device according to claim 4, characterized in that: A first connecting portion is protrudingly provided at one end of the shock absorbing member, and a second connecting portion is protrudingly provided at the other end; The connection substrate is provided with a first connection hole, and the first connection portion is engaged with the first connection hole; the loading base is provided with a second connection hole, and the second connection portion is engaged with the second connection hole.

7. The aircraft sensing device according to any one of claims 4 to 6, characterized in that: The hanger also includes an anti-slip component, which is respectively penetrated through the connecting substrate and the loading base, and makes the maximum variable spacing between the connecting substrate and the loading base smaller than the maximum stretching length of the shock absorbing member.

8. The aircraft sensing device according to claim 7, characterized in that: The anti-slip component includes a connecting rod, a first anti-slip cap and a second anti-slip cap. The anti-slip component is passed through the connecting rod and is arranged on the connecting substrate and the loading base. The first anti-slip cap is connected to one end of the connecting rod and is located on a side of the connecting substrate facing away from the loading base. The second anti-slip cap is connected to the other end of the connecting rod and is located on a side of the loading base facing away from the connecting substrate.

9. The aircraft sensing device according to any one of claims 3 to 6, characterized in that: A communication interface is provided on the side of the loading base, and the radar and the camera are electrically connected to the controller in the body through the communication interface.

10. An aircraft, characterized in that: It comprises an aircraft body and the aircraft sensing device as claimed in any one of claims 1 to 9, wherein the pylon is connected to the aircraft body via the first connecting surface.

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