Anti-falling auxiliary protection device for aircraft

Abstract

The utility model relates to the technical field of unmanned aerial vehicles, in particular to an anti-falling auxiliary protection device for an aircraft. According to the technical scheme, a first controller is installed on a rack, connecting arms are installed at the four corners of the rack, motors are installed on the connecting arms, rotors are installed on the motors, second controllers are installed on one sides of the connecting ends of the connecting arms and the rack, and buffering modules are installed on the lower surfaces of the connecting arms; the buffer module is provided with an air bag, a first sleeve and a second sleeve are arranged at the two ends of the air bag respectively, damping rods are installed in the first sleeve and the second sleeve, springs are arranged on the damping rods in a sleeving mode, baffles are installed on the damping rods through threads, and the compression amount of the springs is adjusted by adjusting the positions of the baffles on the damping rods. The double controllers cooperatively control the motor, the multi-stage buffer module is matched, the compression amount of the spring can be flexibly adjusted, the situation that the aircraft is out of control and falls can be effectively handled, and the safety of the aircraft and equipment is protected.

Description

Technical Field

[0001] This utility model relates to the field of unmanned aerial vehicle (UAV) technology, specifically to an auxiliary protection device for aircraft crash prevention. Background Technology

[0002] A quadcopter consists of a central fuselage and four symmetrically arranged electric motors, each driving a rotor. This design enables quadcopters to achieve high stability and flexibility in the air, allowing them to perform various tasks such as aerial photography, search and rescue, and monitoring. Quadcopters are typically equipped with various sensors and cameras for navigation, obstacle avoidance, and other tasks.

[0003] A search revealed that patent application number 202421186458.6 discloses a drone landing buffer bracket. Although this device absorbs landing impact by utilizing an upper frame, sleeve, and lower buffer, its buffering structure is relatively simple and insufficient for high-speed falls or large impacts. Utility Model Content

[0004] In view of the shortcomings of the prior art, this utility model provides an auxiliary protection device for aircraft crash prevention, which solves the problems mentioned in the background art.

[0005] The solution to the above-mentioned technical problems provided by this utility model is as follows:

[0006] An aircraft crash protection auxiliary device includes a frame, a first controller mounted on the frame, connecting arms mounted at the four corners of the frame, motors mounted on the connecting arms, and rotors mounted on the motors.

[0007] A second controller is installed on one side of the connection end between the connecting arm and the frame, and a buffer module is installed on the lower surface of the connecting arm;

[0008] The buffer module is equipped with an airbag, and the two ends of the airbag are respectively provided with a first sleeve and a second sleeve, which are sleeved together. A damping rod is installed inside the first sleeve and the second sleeve, and a spring is sleeved on the damping rod. A baffle is threadedly installed on the damping rod, and the compression of the spring is adjusted by adjusting the position of the baffle on the damping rod.

[0009] Based on the above technical solution, the present invention can be further improved as follows.

[0010] Furthermore, a support ball head is installed at the bottom end of the damping rod, and the buffer module is supported on the plane by the support ball head.

[0011] The beneficial effects of adopting the above-mentioned further solutions are:

[0012] The support ball joint provides a stable support point. During aircraft landing, compared to planar support, the ball joint reduces the contact area with the ground, increases pressure, and embeds itself more easily into soft ground, preventing the aircraft from sliding. Simultaneously, the ball joint's spherical structure can adapt to uneven ground to a certain extent, ensuring the buffer module functions effectively in various terrain conditions. This enhances the stability of the buffer module's contact with the ground and improves the applicability of the entire fall arrest auxiliary protection device in complex landing scenarios.

[0013] Furthermore, the center of gravity of the buffer module is located at the support ball head, ensuring that the support ball head of the buffer module remains perpendicular to the ground when the aircraft loses control.

[0014] The beneficial effects of adopting the above-mentioned further solutions are:

[0015] The design, where the center of gravity coincides with the supporting ball joint, allows the cushioning module to automatically adjust its attitude during descent, based on the principles of gravity and object balance, ensuring the supporting ball joint remains perpendicular to the ground. This feature is crucial, ensuring the cushioning module can withstand impact forces in the optimal posture upon ground contact, making the entire cushioning process more stable and effective. It avoids poor cushioning due to tilting or flipping of the cushioning module, significantly improving aircraft landing safety and reducing the risk of damage caused by loss of attitude control.

[0016] Furthermore, the damping rod has an insert rod at its top end, which is inserted into the first sleeve. The insert rod has a threaded post at its top end, which penetrates the buffer module. The buffer module is connected and fixed to the connecting arm through the threaded post.

[0017] The beneficial effects of adopting the above-mentioned further solutions are:

[0018] This connection method provides a reliable and stable connection between the buffer module and the connecting arm. The insertion and engagement of the plug rod with the first sleeve restricts the lateral displacement of the damping rod during operation, ensuring that the damping rod can stably extend and retract in the predetermined direction, effectively transmitting and dissipating impact force. The threaded post passes through the buffer module and is fixed to the connecting arm, facilitating installation and disassembly, and making it easy to maintain, replace, or adjust the buffer module later. At the same time, the tightness of the threaded connection ensures that the buffer module and the connecting arm remain connected during the aircraft's flight and crash, and will not detach due to vibration or impact, ensuring the normal operation of the fall arrest auxiliary protection device.

[0019] Furthermore, the diameter of the insertion rod is smaller than the diameter of the damping rod, and the insertion rod is adapted to the inner diameter of the first sleeve, while the damping rod is adapted to the inner diameter of the second sleeve.

[0020] The beneficial effects of adopting the above-mentioned further solutions are:

[0021] The insertion rod's diameter is smaller than the damping rod's diameter, allowing it to slide freely within the first sleeve without wobbling due to excessive clearance, thus ensuring stable force transmission during the buffering process. The insertion rod's fit to the inner diameter of the first sleeve, and the damping rod's fit to the inner diameter of the second sleeve, allows for precise control of the relative movement between the sleeve and the rod, optimizing the damping effect. Appropriate fit dimensions ensure that, during the impact of an aircraft crash, the damping rod effectively controls the sleeve's sliding, precisely dissipating kinetic energy, improving the buffering efficiency of the buffer module, making the buffering process smoother and more efficient, and better protecting the aircraft from collision damage.

[0022] Furthermore, the first controller is communicatively connected to the motor through the second controller, and the first controller controls the motor through the second controller.

[0023] The beneficial effects of adopting the above-mentioned further solutions are:

[0024] The dual-controller communication and control architecture enables hierarchical control of the motors. The first controller, acting as the main control unit, receives and processes various commands from the aircraft's control system, making macro-level decisions. The second controller focuses on the specific control of the motors, translating the commands from the first controller into precise motor control signals. This division of labor and collaboration reduces the burden on the first controller, allowing it to handle other critical tasks more efficiently, such as attitude adjustment and flight path planning. Furthermore, the second controller's direct control of the motors allows for rapid response and adjustment based on real-time motor operating conditions, improving the accuracy and sensitivity of motor control. Simultaneously, the dual-controller architecture provides redundancy; if one controller fails, the other can maintain basic motor operation to a certain extent, enhancing the reliability and fault tolerance of the entire aircraft control system and ensuring flight safety under various complex conditions.

[0025] This invention provides an auxiliary protection device for aircraft crash prevention. It has the following beneficial effects:

[0026] Two controllers are set up. One controller communicates with and controls the motor through the other controller. This dual-controller design may enhance the control accuracy and reliability of the motor, improve the overall handling performance of the aircraft, and may also achieve redundancy of control functions to a certain extent. When one controller fails, the other controller may be able to take over some or all of the control tasks, increasing the stability of the system.

[0027] The buffer module is equipped with an airbag, which provides flexible cushioning during aircraft crashes, reducing the impact force when the aircraft collides with the ground or other objects, effectively protecting the aircraft and its internal equipment from damage. Two sleeves are interlocked, each containing a damping rod. This structure, through the relative sliding of the sleeves and the action of the damping rod, further absorbs and dissipates the impact force during crashes, extending the buffer time and reducing the peak impact force. A spring is fitted onto the damping rod, storing and releasing energy during the buffering process. Working in conjunction with the airbag, sleeves, and damping rod, the spring provides a more comprehensive and effective buffering effect, enhancing the buffer module's cushioning capacity. A baffle is threaded onto the damping rod, and the compression of the spring can be adjusted by changing the position of the baffle on the damping rod. This allows the buffer module to flexibly adjust its cushioning performance according to different flight conditions, aircraft weight, and other factors to achieve the optimal cushioning effect. The center of gravity of the buffer module is located at the support ball joint. When the aircraft loses control, it can ensure that the support ball joint of the buffer module is always perpendicular to the ground. This ensures that the buffer module can buffer in a stable attitude when it contacts the ground, avoiding poor buffering effect due to tilting or overturning. It improves the reliability and stability of the buffer and also helps to protect the aircraft's attitude during the collision, reducing the twisting or damage to the fuselage caused by the collision. Attached Figure Description

[0028] The accompanying drawings, which are included to provide a further understanding of the present invention and form part of this application, illustrate exemplary embodiments of the present invention and are used to explain the present invention, but do not constitute an undue limitation of the present invention.

[0029] In the attached diagram:

[0030] Figure 1 This is a schematic diagram of the main appearance of this utility model;

[0031] Figure 2 This is a bottom view of the present invention.

[0032] Figure 3 This is a bottom-view cross-sectional structural diagram of the buffer module of this utility model;

[0033] Figure 4 This is a schematic diagram of the front cross-sectional structure of the buffer module of this utility model.

[0034] The attached diagram lists the components represented by each number as follows:

[0035] 1. Connecting arm; 2. Frame; 3. Motor; 4. First controller; 5. Second controller; 6. Rotor; 7. Buffer module; 701. Threaded post; 702. Insert rod; 703. Airbag; 704. First sleeve; 705. Second sleeve; 706. Spring; 707. Damping rod; 708. Baffle; 709. Support ball head. Detailed Implementation

[0036] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0037] Please see Figures 1 to 4 As shown, the embodiments provided by this utility model are as follows:

[0038] Example 1

[0039] A crash protection auxiliary device for aircraft includes a frame 2, on which a first controller 4 is mounted. Connecting arms 1 are mounted at the four corners of the frame 2, and motors 3 are mounted on the connecting arms 1. Rotors 6 are mounted on the motors 3. A second controller 5 is mounted on one side of the connection between the connecting arms 1 and the frame 2. The first controller 4 communicates with the motors 3 through the second controller 5, and controls the motors 3 via the second controller 5. This dual-controller communication and control architecture enables hierarchical control of the motors 3. The first controller 4, as the main control unit, is responsible for receiving and processing various instructions from the aircraft control system and making macro-level decisions. The second controller 5 focuses on the specific control of the motors 3, converting the instructions from the first controller 4 into precise control signals for the motors 3. This division of labor reduces the burden on the first controller 4, allowing it to handle other critical tasks more efficiently, such as aircraft attitude adjustment and flight path planning. Furthermore, the direct control of the motors 3 by the second controller 5 allows for rapid response and adjustment based on the real-time operating status of the motors 3, improving the accuracy and sensitivity of motor control. Meanwhile, the dual-controller architecture also provides a certain degree of redundancy. When one controller fails, the other controller can maintain the basic operation of motor 3 to a certain extent, which enhances the reliability and fault tolerance of the entire aircraft control system and ensures the flight safety of the aircraft under various complex conditions. The lower surface of the connecting arm 1 is equipped with a buffer module 7.

[0040] Example 2

[0041] To ensure the buffering effect of buffer module 7 on rack 2, for example, such as Figures 1 to 4As shown, this utility model further includes: a buffer module 7 with an airbag 703, and a first sleeve 704 and a second sleeve 705 respectively at both ends of the airbag 703. The first sleeve 704 and the second sleeve 705 are sleeved together. A damping rod 707 is installed inside the first sleeve 704 and the second sleeve 705. The top end of the damping rod 707 is provided with an insertion rod 702, which is inserted into the first sleeve 704. The top end of the insertion rod 702 is provided with a threaded post 701, which penetrates through the buffer module 7. The buffer module 7 is connected and fixed to the connecting arm 1 through the threaded post 701. This connection method provides a reliable and stable connection between the buffer module 7 and the connecting arm 1. The insertion and engagement of the insertion rod 702 with the first sleeve 704 restricts the lateral displacement of the damping rod 707 during operation, ensuring that the damping rod 707 can stably extend and retract in a predetermined direction, effectively transmitting and dissipating impact force. The threaded post 701 penetrates the buffer module 7 and is fixed to the connecting arm 1, facilitating installation and disassembly, and enabling subsequent maintenance, replacement, or adjustment of the buffer module 7. Simultaneously, the tightness of the threaded connection ensures that the buffer module 7 remains connected to the connecting arm 1 during flight and crash, preventing detachment due to vibration or impact, thus guaranteeing the normal operation of the fall arrest auxiliary protection device. The diameter of the insert rod 702 is smaller than that of the damping rod 707, and the insert rod 702 is compatible with the inner diameter of the first sleeve 704, while the damping rod 707 is compatible with the inner diameter of the second sleeve 705. The smaller diameter of the insert rod 702 allows it to slide flexibly within the first sleeve 704 without excessive clearance causing wobbling, ensuring the stability of force transmission during buffering. The insertion rod 702 is adapted to the inner diameter of the first sleeve 704, and the damping rod 707 is adapted to the inner diameter of the second sleeve 705, which can precisely control the relative movement between the sleeve and the rod and optimize the damping effect. The appropriate fit size ensures that the damping rod 707 can effectively dampen and control the sliding of the sleeve when the aircraft crashes, accurately dissipating kinetic energy, improving the buffering efficiency of the buffer module 7, making the buffering process smoother and more efficient, and better protecting the aircraft from collision damage. A spring 706 is fitted on the damping rod 707, and a baffle 708 is threaded onto the damping rod 707. The compression of the spring 706 is adjusted by adjusting the position of the baffle 708 on the damping rod 707. A support ball head 709 is installed at the bottom of the damping rod 707. The buffer module 7 is supported on the plane by the support ball head 709. The support ball head 709 can provide a stable support point. When the aircraft lands, compared with the plane support, the ball head can reduce the contact area with the ground, increase the pressure, and more easily embed into the soft ground to prevent the aircraft from sliding.Meanwhile, the spherical structure of the ball head can adapt to uneven ground to a certain extent, ensuring that the buffer module 7 can function effectively under various terrain conditions. This enhances the stability of the buffer module 7 in contact with the ground and improves the applicability of the entire fall arrest auxiliary protection device in complex landing scenarios. The center of gravity of the buffer module 7 is located at the supporting ball head 709. When the aircraft loses control, it ensures that the supporting ball head 709 of the buffer module 7 remains perpendicular to the ground. The design of the center of gravity coinciding with the supporting ball head 709 allows the buffer module 7 to automatically adjust its attitude during the fall based on the principles of gravity and object balance, ensuring that the supporting ball head 709 remains perpendicular to the ground. This characteristic is crucial, ensuring that the buffer module 7 can withstand the impact force in the optimal posture at the moment of contact with the ground, making the entire buffering process more stable and effective. It avoids poor buffering effect caused by the tilting or flipping of the buffer module 7, greatly improving the safety of the aircraft during landing and reducing the risk of damage caused by loss of aircraft attitude.

[0042] Working principle:

[0043] During normal flight, the first controller 4 and the second controller 5 work together. The first controller 4 is responsible for processing commands from the aircraft's control system and then transmitting these commands to the second controller 5. Upon receiving the commands, the second controller 5 precisely controls the operating speed and direction of the motor 3, thereby driving the rotor 6 to generate appropriate lift and thrust, ensuring that the aircraft flies along the predetermined route and attitude.

[0044] When the aircraft becomes uncontrollable due to various reasons (such as signal interference, mechanical failure, etc.), the first controller 4 will quickly detect the abnormal state of the aircraft. This may be determined by monitoring the aircraft's attitude sensor data, changes in flight parameters, etc. Once the loss of control is confirmed, the first controller 4 immediately transmits the relevant information to the second controller 5.

[0045] After receiving the loss of control signal, the second controller 5 controls the motor 3 to change its operating state, so that the aircraft can maintain a smooth descent attitude as much as possible. At this time, the buffer module 7 starts to operate. Since the center of gravity of the buffer module 7 is located at the support ball joint 709, the support ball joint 709 remains perpendicular to the ground throughout the descent, based on the center of gravity design and the aircraft's own dynamic characteristics. When the aircraft approaches the ground, the support ball joint 709 makes contact with the ground first.

[0046] After the support ball 709 contacts the ground, the spring 706 and damping rod 707 begin to function. The damping rod 707 is installed within the interlocking first sleeve 704 and second sleeve 705. When the sleeves slide relative to each other, the damping rod 707 utilizes its internal special structure (such as viscous fluid, friction plates, etc., depending on the design) to dissipate sliding kinetic energy, providing damping and absorbing part of the impact force. Simultaneously, the spring 706, fitted onto the damping rod 707, is compressed, storing elastic potential energy and converting some of the collision kinetic energy, thus slowing the aircraft's descent. By adjusting the position of the upper baffle 708 on the damping rod 707, the initial compression of the spring 706 can be changed to adapt to different fall conditions. As the aircraft continues to fall, the spring 706 and damping rod 707 gradually retract. Once the spring 706 and damping rod 707 have retracted into the airbag 703, the airbag 703 begins to function. The airbag 703 is filled with gas. Utilizing the compressibility of gas, the airbag 703 deforms to further absorb the impact force at the moment of collision between the aircraft and the ground, providing secondary cushioning for the aircraft, reducing collision damage, ensuring that the aircraft can land in a relatively safe manner, and reducing damage such as rollover and twisting of the fuselage.

[0047] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. It will be apparent to those skilled in the art that this utility model is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description, and thus all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this utility model. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0048] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. An aircraft crash protection auxiliary device, comprising a frame (2), a first controller (4) mounted on the frame (2), connecting arms (1) mounted at the four corners of the frame (2), a motor (3) mounted on the connecting arms (1), and a rotor (6) mounted on the motor (3), characterized in that: A second controller (5) is installed on one side of the connection end between the connecting arm (1) and the frame (2), and a buffer module (7) is installed on the lower surface of the connecting arm (1). The buffer module (7) is provided with an airbag (703). The two ends of the airbag (703) are respectively provided with a first sleeve (704) and a second sleeve (705). The first sleeve (704) and the second sleeve (705) are sleeved together. A damping rod (707) is installed inside the first sleeve (704) and the second sleeve (705). A spring (706) is sleeved on the damping rod (707). A baffle (708) is threadedly installed on the damping rod (707). The compression of the spring (706) is adjusted by adjusting the position of the baffle (708) on the damping rod (707).

2. The aircraft crash prevention auxiliary protection device according to claim 1, characterized in that: The damping rod (707) is equipped with a support ball head (709) at its bottom end, and the buffer module (7) is supported on the plane by the support ball head (709).

3. The aircraft crash prevention auxiliary protection device according to claim 2, characterized in that: The center of gravity of the buffer module (7) is located at the support ball head (709), ensuring that the support ball head (709) of the buffer module (7) is always perpendicular to the ground when the aircraft is out of control.

4. The aircraft crash prevention auxiliary protection device according to claim 1, characterized in that: The damping rod (707) has a plug rod (702) at its top end. The plug rod (702) is inserted into the first sleeve (704). The plug rod (702) has a threaded post (701) at its top end. The threaded post (701) passes through the buffer module (7). The buffer module (7) is connected and fixed to the connecting arm (1) through the threaded post (701).

5. The aircraft crash prevention auxiliary protection device according to claim 4, characterized in that: The diameter of the insert rod (702) is smaller than the diameter of the damping rod (707), and the insert rod (702) is adapted to the inner diameter of the first sleeve (704), while the damping rod (707) is adapted to the inner diameter of the second sleeve (705).

6. The aircraft crash prevention auxiliary protection device according to claim 1, characterized in that: The first controller (4) is connected to the motor (3) through the second controller (5), and the first controller (4) controls the motor (3) through the second controller (5).

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