Flight trailer satellite communication mechanism

Abstract

The utility model relates to the technical field of communication, and particularly discloses a flight trailer satellite communication mechanism which comprises a first flight assembly, a trailer assembly, a communication assembly and a control assembly, the first flight assembly is provided with a traction assembly, the towing assembly is connected with the first flight assembly through the traction assembly, and the traction assembly drives the towing assembly to vertically move below the first flight assembly; the pull assembly comprises a balance assembly used for offsetting airflow disturbance, the communication assembly is in communication connection with a satellite, and the control assembly is electrically connected with the communication assembly. According to the utility model, the first flight assembly drives the towing assembly to move vertically through the traction assembly, so that the communication assembly can communicate with a satellite at different heights and angles.

Description

Technical Field

[0001] This utility model relates to the field of communication technology, specifically to a flight-towed satellite communication mechanism. Background Technology

[0002] In emergency situations such as natural disasters and sudden incidents, traditional ground-based emergency communication centers typically rely on emergency communication vehicles, which have the following drawbacks: low timeliness, low accessibility, small mission radius, and deployment is limited by terrain, tall buildings, and ground electromagnetic interference. Communication satellites, on the other hand, have global coverage, and satellite communication components can provide communication services to areas that cannot be covered by ground-based emergency communication deployments.

[0003] Currently, existing emergency helicopters require airframe modifications to install satellite communication components in airworthy locations. These modifications are costly, and the satellite communication components' alignment angle can be obstructed by the aircraft, affecting their normal operation. The issue of blade clearance obstruction needs to be addressed, which is complex and difficult to adapt to various aircraft models. Utility Model Content

[0004] In order to overcome the problems existing in the prior art, the purpose of this utility model is to provide a flight-towed satellite communication mechanism.

[0005] The technical solution adopted by this utility model to solve its technical problem is: a flight-towed satellite communication mechanism, comprising: a first flight component, a towed component, and a communication component and a control component installed at the bottom of the towed component; the first flight component is provided with a traction component, the towed component is connected to the first flight component through the traction component, and the traction component drives the towed component to move vertically below the first flight component; the towed component includes a balancing component for counteracting airflow disturbances, and the communication component is connected to a satellite for communication, and the control component is electrically connected to the communication component.

[0006] Main operating principle: During flight, the first flight component acts as the main aircraft, driving the towed component vertically via the traction component and undertaking the task of recovering the towed component. This movement may be adjusted according to communication requirements, environmental conditions, or the aircraft's attitude. The balancing component on the towed component monitors the aircraft's attitude in real time and adjusts the aircraft's angle or position to counteract the effects of airflow disturbances, ensuring flight stability. The communication component establishes a communication connection with the satellite to achieve data transmission and reception. Based on the data received by the communication component, the control component adjusts the aircraft's attitude, position, or communication parameters to ensure communication stability and effectiveness. Throughout the process, the control component is also responsible for monitoring the status of the aircraft and communication system, promptly identifying and handling potential problems or malfunctions to ensure system reliability and safety.

[0007] Preferably, the traction assembly includes a winch and a traction rope;

[0008] The winch is connected to the first flight assembly, one end of the traction rope is connected to the winch, and the other end of the traction rope is connected to the towing assembly.

[0009] Preferably, the towing assembly further includes a support;

[0010] The support is connected to the first flight component via the traction rope, and the balancing component is located around the support.

[0011] Preferably, the balancing assembly includes an auxiliary propeller disposed around the support and fixedly connected to the support, the auxiliary propeller providing lift to the towing assembly.

[0012] Preferably, the traction rope is connected to the four corners above the support.

[0013] Preferably, the number of auxiliary propellers is at least four, and the at least four auxiliary propellers are respectively connected to the four end corners or four sides of the support.

[0014] Preferably, the control component includes a main control panel, a gyroscope, a vision sensor, and an alarm device. The main control panel, the gyroscope, the vision sensor, and the alarm device are installed in the support, and the main control panel is electrically connected to the gyroscope, the vision sensor, the alarm device, and the traction component.

[0015] A control method for a towed satellite communication mechanism, using the aforementioned towed satellite communication mechanism.

[0016] S1. Connect the towing component in the first flight component to the towing component and tighten the towing component to the bottom of the first flight component using the towing component;

[0017] S2. The first flight component drives the towed component to fly over the target area;

[0018] S3. The control component scans and identifies the first flight component, and lowers the towing component to the nearest working length according to the outer contour of the first flight component.

[0019] S4. When encountering airflow disturbance, and the disturbance amplitude of the towed component is within the threshold range, the control component controls the drive balancing component and the traction component to adjust the towed component until the towed component is balanced, and continues to work until the work is completed. The control component controls the traction component to pull the towed component back to the bottom of the first flight component, and the first flight component leaves the target area.

[0020] When the disturbance amplitude of the towed component exceeds the threshold range, the control component controls the traction component to pull the towed component back to the bottom of the first flight component, and the first flight component leaves the target area.

[0021] Preferably, in S3, the vision sensor in the control component scans the outer contour of the first flight component and measures the farthest horizontal distance between the first flight component and the control component, which is the length a. At the same time, the satellite elevation angle of the communication component is set to ∠A, and the nearest working length bmin = a / tanA is calculated.

[0022] Preferably, in S40, when the trailer assembly encounters airflow disturbance, the trailer assembly will tilt, which will also cause the control assembly to tilt. The control assembly detects the tilt angle, and when the tilt angle is less than a first angle, the trailer assembly continues to operate.

[0023] When the tilt angle is greater than the first angle but less than the second angle, the control component controls the balancing component to level in the opposite direction of the tilt. If the tilt angle is adjusted to be less than the first angle within the adjustment period, the towing component continues to work; if the tilt angle cannot be adjusted to be less than the first angle within the adjustment period, step S41 is performed.

[0024] Preferably, in step S41, if the tilt angle cannot be adjusted to less than the first angle within the adjustment period, the control component controls the traction component to lower the trailer component by a certain adjustment distance, and the control component controls the balancing component to level the trailer component in the opposite direction of the tilt. If the tilt angle is adjusted to less than the first angle within the adjustment period, the trailer component continues to operate. If the tilt angle cannot be adjusted to less than the first angle within the adjustment period, the control component controls the traction component to lower the trailer component by a certain adjustment distance and continues to level the trailer component. If the tilt angle still cannot be adjusted to less than the first angle within the adjustment period, the control component controls the traction component to lower the trailer component by a certain adjustment distance until the tilt angle is adjusted to less than the first angle within the adjustment period, at which point the adjustment is complete.

[0025] Preferably, in S41, if the maximum length of the traction component adjustment still cannot adjust the tilt angle to less than the first angle within the adjustment time period, the control component controls the traction component to pull the towed component back to the bottom of the first flight component, and the first flight component leaves the target area.

[0026] Compared with the prior art, the beneficial effects of this utility model are:

[0027] This invention enables the communication component to communicate with satellites at different altitudes and angles by vertically moving a towed component via a first flight component and a traction component. This flexibility allows the mechanism to adapt to different communication needs and environmental conditions, providing a wider range of flexible communication services. Through a balancing component on the towed component, the mechanism effectively counteracts the impact of airflow disturbances on flight stability, thereby ensuring a stable and reliable communication connection between the communication component and the satellite. This stability is crucial for communication in high-speed or complex environments, significantly improving the accuracy and real-time performance of data transmission. Attached Figure Description

[0028] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the overall structure of the towed satellite communication system.

[0030] 1. First flight component; 2. Towing component; 3. Communication component; 4. Control component; 5. Balancing component; 6. Towing component. Detailed Implementation

[0031] To better understand the above-mentioned objectives, features, and advantages of this utility model, it will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. Many specific details are set forth in the following description to provide a thorough understanding of this utility model; the described embodiments are merely some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without inventive effort are within the scope of protection of this utility model.

[0032] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0033] Example 1

[0034] This embodiment discloses a flight-towed satellite communication mechanism, such as... Figure 1As shown, the flight-towed satellite communication mechanism includes a first flight component 1, a towed component 2, and a communication component 3 and a control component 4 installed at the bottom of the towed component 2.

[0035] A traction assembly 6 is provided on the first flight assembly 1, and the towed assembly 2 is connected to the first flight assembly 1 through the traction assembly 6. The traction assembly 6 is designed to drive the towed assembly 2 to move vertically below the first flight assembly 1. Specifically, the traction assembly 6 includes a winch and a traction rope. The winch is connected to the first flight assembly 1, one end of the traction rope is connected to the winch, and the other end is connected to the towed assembly 2.

[0036] The tow assembly 2 also includes a support, which is connected to the first flight assembly 1 via a tow rope. To counteract airflow disturbances, the tow assembly 2 is also equipped with a balancing assembly 5, which is located around the support. In this embodiment, the balancing assembly 5 mainly includes auxiliary propellers, which are located around the support and fixedly connected to it, providing the necessary lift for the tow assembly 2.

[0037] To ensure a stable connection between the traction rope and the support, the traction rope is connected to the four corners of the support. Simultaneously, at least four auxiliary propellers are provided, each connected to one of the four corners or sides of the support to provide stable lift and balance.

[0038] Control component 4 includes a main control panel, a gyroscope, a vision sensor, and an alarm device, all of which are mounted within the support. The main control panel is electrically connected to the gyroscope, vision sensor, alarm device, and traction component 6 to achieve comprehensive control and monitoring functions.

[0039] In practical applications, when the position of the towed assembly 2 needs to be adjusted, the winch on the first flight assembly 1 can be operated to raise and lower the tow rope, thereby driving the towed assembly 2 to move vertically. Simultaneously, the auxiliary propeller in the balancing assembly 5 automatically adjusts its speed according to airflow conditions to maintain the stability of the towed assembly 2. The control assembly 4 is responsible for monitoring the overall operating status of the mechanism and promptly issuing alarm signals in case of any abnormalities.

[0040] Example 2

[0041] This embodiment discloses a control method for a flight-towed satellite communication mechanism, using the aforementioned flight-towed satellite communication mechanism, wherein...

[0042] S1. First, connect the traction component 6 in the first flight component 1 to the towed component 2, and tighten the towed component 2 to the bottom of the first flight component 1 through the traction component 6 to ensure a stable connection between the two.

[0043] S2. Subsequently, the first flight component 1, along with the towed component 2, flies to the airspace above the target area to prepare for communication or monitoring missions.

[0044] S3. Upon reaching the target area, the control component 4 scans and identifies the first flight component 1, measuring the furthest horizontal distance between the first flight component 1 and the control component 4 using a visual sensor, denoted as length a. Simultaneously, the satellite elevation angle of the communication component 3 is set to ∠A. Based on these parameters, the nearest working length bmin = a / tanA is calculated to lower the towed component 2 to a suitable working position.

[0045] S4. During mission execution, if airflow disturbances are encountered, control component 4 will detect the disturbance amplitude of towed component 2. When the disturbance amplitude is within the threshold range, control component 4 will control drive balancing component 5 and traction component 6 to adjust towed component 2 until it is balanced, and continue working until the mission is completed. After the mission is completed, control component 4 will control traction component 6 to pull towed component 2 back to the bottom of first flight component 1, and then first flight component 1 will leave the target area.

[0046] If the disturbance amplitude of the towed assembly 2 exceeds the threshold range, in order to ensure safety, the control assembly 4 will immediately control the traction assembly 6 to pull the towed assembly 2 back to the bottom of the first flight assembly 1, and then let the first flight assembly 1 leave the target area.

[0047] As a preferred option, step S4 can be further refined:

[0048] S40. When the trailer assembly 2 encounters airflow disturbance, it may tilt, causing the control assembly 4 to tilt as well. At this time, the control assembly 4 will detect the tilt angle. If the tilt angle is less than a first angle (a preset smaller angle threshold, such as less than 5°), the trailer assembly 2 can continue to operate.

[0049] If the tilt angle is greater than the first angle but less than the second angle (a preset larger angle threshold, such as 15°), the control component 4 will control the balancing component 5 to level in the opposite direction of the tilt. If the tilt angle can be adjusted to less than the first angle within the adjustment period, the towing component 2 can continue to operate. Otherwise, step S41 will be performed.

[0050] S41. If the tilt angle cannot be adjusted to less than the first angle within the adjustment period, the control component 4 will control the traction component 6 to lower the towing component 2 by a certain adjustment distance, and then control the balancing component 5 to level it in the opposite direction of the tilt. This process may be repeated multiple times, with the towing component 2 lowering by a certain adjustment distance and attempting leveling each time. If the tilt angle is successfully adjusted to less than the first angle within a certain adjustment period, the towing component 2 can continue to operate. Otherwise, it will continue to lower and attempt leveling.

[0051] It should be noted that in step S41, if the tilt angle cannot be adjusted to less than the first angle within the adjustment period after the maximum length of the traction component 6 has been reached, the control component 4 will control the traction component 6 to pull the towed component 2 back to the bottom of the first flight component 1 and allow the first flight component 1 to leave the target area to ensure safety.

[0052] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the technical solution of the present utility model shall still fall within the scope of the technical solution of the present utility model.

Claims

1. A flight-mounted satellite communication mechanism, characterized in that, include: A first flight assembly, a tow assembly, and a communication and control assembly mounted at the bottom of the tow assembly; The first flight component is equipped with a traction component, and the towed component is connected to the first flight component through the traction component. The traction component drives the towed component to move vertically below the first flight component. The towed assembly includes a balancing component to counteract airflow disturbances, and the communication component is connected to a satellite for communication, while the control component is electrically connected to the communication component.

2. The flight-towed satellite communication mechanism according to claim 1, characterized in that, The traction assembly includes a winch and a traction rope; The winch is connected to the first flight assembly, one end of the traction rope is connected to the winch, and the other end of the traction rope is connected to the towing assembly.

3. The flight-towed satellite communication mechanism according to claim 2, characterized in that, The towing assembly also includes a support; The support is connected to the first flight component via the traction rope, and the balancing component is located around the support.

4. The flight-towed satellite communication mechanism according to claim 3, characterized in that, The balancing assembly includes an auxiliary propeller, which is disposed around the support and fixedly connected to the support, and the auxiliary propeller provides lift to the towing assembly.

5. The flight-towed satellite communication mechanism according to claim 3, characterized in that, The traction rope is connected to the four corners above the support.

6. The flight-towed satellite communication mechanism according to claim 4, characterized in that, The number of auxiliary propellers is at least four, and the at least four auxiliary propellers are respectively connected to the four end corners or four sides of the support.

7. The flight-towed satellite communication mechanism according to claim 3, characterized in that, The control component includes a main control panel, a gyroscope, a vision sensor, and an alarm device. The main control panel, the gyroscope, the vision sensor, and the alarm device are installed inside the support, and the main control panel is electrically connected to the gyroscope, the vision sensor, the alarm device, and the traction component.

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