Zero-value insulator detection aircraft

Abstract

The utility model relates to the technical field of zero-value insulator detection, in particular to a zero-value insulator detection aircraft. Comprising an aircraft body and a voltage acquisition unit, the voltage acquisition unit comprises a conductive rubber probe, a magnet and a heating assembly, the conductive rubber probe is provided with a contact end face, the contact end face is of a spherical structure, and the magnet and the heating assembly are both arranged in the voltage acquisition probe; and the magnet performs magnetic attraction locking or release unlocking on the iron cap of the zero-value insulator through the temperature change of the heating assembly. According to the utility model, the possibility of corona discharge at the moment of voltage acquisition is reduced by increasing the curvature radius of the contact end of the conductive rubber probe, electromagnetic interference is eliminated by using the conductive rubber probe, and electromagnetic interference elimination is further ensured by enabling the conductive rubber probe to be automatically and rapidly attached to the iron cap of the insulator by means of the adsorption force of the magnet; and continuous detection of the zero-value insulator is ensured in combination with the heating assembly.

Description

TECHNICAL FIELD

[0001] The utility model relates to zero value insulator detection technical field, especially, it is a kind of zero value insulator detection aircraft. BACKGROUND

[0002] With the sustained development of power system, the importance of insulator in transmission line highlights increasingly, especially the insulation performance of insulator directly influences the safety and stability of power system. Therefore, it is particularly important to detect and maintain insulator. Especially in high-voltage transmission line, the existence of zero value insulator can cause the failure of power facilities, and further cause large-scale power interruption accident.

[0003] The existing insulator detection technology mainly includes visual inspection, voltage electric field detection, infrared imaging and the like. With the development of unmanned aerial vehicle technology, some manufacturers and research units have developed unmanned aerial vehicle system applied to transmission line, and voltage is collected on insulator of transmission line by unmanned aerial vehicle carrying metal probe. But when using unmanned aerial vehicle carrying metal probe to collect voltage, the following problems exist: (1) since probe directly contacts cast iron insulator cap, with slight shaking of unmanned aerial vehicle, probe and insulator cap repeatedly contact and separate slightly, which causes strong electromagnetic interference, seriously affects the collection accuracy of voltage signal, and further affects the reliability of detection result; (2) the arrangement mode of metal probe on unmanned aerial vehicle is usually designed for specific type of insulator string, which cannot be applied to detect on different insulator strings, and reduces detection efficiency; (3) since voltage collection probe usually extends from one side of aircraft, it can cause the center of gravity of aircraft to deviate, and further affect the stability and operation safety of aircraft, which not only affects the flight performance of aircraft, but also can adversely affect detection result. UTILITY MODEL CONTENTS

[0004] The utility model aims at providing a kind of zero value insulator detection aircraft, to solve the problem that unmanned aerial vehicle carries metal probe to collect voltage in prior art, since metal probe and insulator cap repeatedly contact and separate slightly due to shaking of unmanned aerial vehicle, and cause electromagnetic interference.

[0005] To achieve the above object, the utility model adopts the following technical scheme:

[0006] The utility model discloses a zero value insulator detection aircraft, including aircraft body, and voltage acquisition unit of setting on the aircraft body, voltage acquisition unit includes conductive rubber probe, magnet and heating component, the contact end face for contacting the iron cap of zero value insulator is provided on the conductive rubber probe, the contact end face is spherically structured, the magnet and heating component all are arranged in the inside of voltage acquisition probe, and the magnet passes through the temperature change of heating component and carries out magnetic attraction locking or release unlocking to the iron cap of zero value insulator.

[0007] Optionally, the magnet is immediately adjacent to the contact end face of the conductive rubber probe, and a buffer bladder is provided between the magnet and the contact end face of the conductive rubber probe.

[0008] Optionally, an insulating layer wrapping the magnet is provided in the conductive rubber probe.

[0009] Optionally, the heating component includes a heating element and a temperature sensor provided in the conductive rubber probe, and a temperature controller provided on the aircraft body, the heating element and the temperature sensor are electrically connected to the temperature controller.

[0010] Optionally, the zero value insulator detection aircraft further comprises a hard spring and an insulating buffer column, the aircraft body is provided with an insulating fixing portion, the conductive rubber probe is located outside the insulating fixing portion, and the conductive rubber probe is connected to the insulating fixing portion through the hard spring, the insulating buffer column is provided on the insulating fixing portion within the ring of the hard spring, and a buffer gap exists between the end of the insulating buffer column away from the insulating fixing portion and the conductive rubber probe.

[0011] Optionally, an ellipsoidal tail is provided on the conductive rubber probe, and the conductive rubber probe is connected to the hard spring through the tail, the radius of the hard spring decreases in the direction from the conductive rubber probe to the insulating fixing portion, and the end of the tail is fitted into the ring of the hard spring.

[0012] Optionally, the insulating buffer column comprises a plurality of integrally formed column segments, and the diameters of the column segments increase in the direction from the conductive rubber probe to the insulating fixing portion.

[0013] Optionally, the zero value insulator detection aircraft further comprises a voltage detector provided on the aircraft body, the hard spring comprises an insulating body wound into a plurality of continuous coils, and a metal wire coated inside the insulating body, one end of the metal wire is connected to the conductive rubber probe, and the other end of the metal wire is electrically connected to the voltage detector.

[0014] Optionally, the bottom of the aircraft body is provided with an insulating extension rod, one end of the insulating extension rod is connected with the voltage detector, and the other end of the insulating extension rod extends horizontally from one side of the aircraft body, the insulating fixing part is arranged on the extending end of the insulating extension rod, and the metal wire extends through the inside of the insulating fixing part and the inside of the insulating extension rod in sequence and is electrically connected with the voltage detector.

[0015] Optionally, the opposite sides of the aircraft body are respectively provided with the voltage collection units, and the voltage collection units arranged on one side of the aircraft body are arranged in multiple groups in parallel in the vertical direction, and the voltage collection units arranged on the other side of the aircraft body are arranged in multiple groups in parallel in the horizontal direction.

[0016] Compared with the prior art, the zero-value insulator detection aircraft provided by the embodiment of the utility model has the beneficial effects that:

[0017] By arranging the voltage collection unit on the aircraft body and using the conductive rubber probe made of conductive rubber, the electromagnetic interference caused by the traditional metal probe can be eliminated, and the conductive rubber has stable chemical properties, good oxidation resistance and heat resistance, so that the service life of the conductive rubber probe is effectively prolonged. At the same time, by arranging the contact end face in the spherical structure on the conductive rubber probe, the curvature radius of the contact end of the conductive rubber probe is increased to reduce the possibility of corona discharge in the voltage collection instant. In addition, when the conductive rubber probe gradually approaches the iron cap of the insulator, the magnet inside the conductive rubber probe relies on the adsorption force of the magnet to automatically and quickly stick to the iron cap of the insulator, so that the repeated slight contact and separation between the probe and the iron cap of the insulator caused by the shaking of the unmanned aerial vehicle is avoided, and the electromagnetic interference is further eliminated. And the method of heating assembly to increase the temperature reduces the magnetism of the magnet, so that the conductive rubber probe is quickly separated after the collection is completed, so as to ensure the continuous detection of the zero-value insulator. BRIEF DESCRIPTION OF DRAWINGS

[0018] The technical scheme of the utility model will be further described in detail below with reference to the drawings and embodiments, and the drawings are as follows:

[0019] Figure 1 The overall structure schematic diagram of the zero-value insulator detection aircraft provided by the embodiment of the utility model is shown in the figure;

[0020] Figure 2 The structure schematic diagram of the conductive rubber probe provided by the embodiment of the utility model is shown in the figure;

[0021] Figure 3 The structure schematic diagram of the assembly of the conductive rubber probe, the hard spring and the insulating buffer column provided by the embodiment of the utility model is shown in the figure;

[0022] Figure 4 The structure schematic diagram of the plurality of groups of conductive rubber probes arranged on both sides of the aircraft body is provided for the embodiment of the utility model.

[0023] The signs in the drawings represent as follows:

[0024] 1, aircraft body;11, insulating extension rod;2, conductive rubber probe;21, contact end face;22, insulating layer;23, tail part;3, magnet;4, buffer bag;5, hard spring;6, insulating buffer column;7, insulating fixed part;8, voltage detector. Specific embodiments

[0025] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict. Now, the preferred embodiments of the utility model will be described in detail in combination with the drawings.

[0026] The utility model discloses a kind of zero value insulator detection aircraft, as shown in Figure 1 And Figure 2 As shown, including aircraft body 1, and voltage acquisition unit being set on aircraft body 1. Voltage acquisition unit includes conductive rubber probe 2, magnet 3 and heating assembly. Contact end face 21 for contacting zero value insulator iron cap is provided on conductive rubber probe 2, and contact end face 21 is spherical structure. Magnet 3 and heating assembly are all arranged in the inside of voltage acquisition probe, and magnet 3 is locked or released unlocking to the iron cap of zero value insulator by the temperature change of heating assembly.

[0027] By implementing the zero-value insulator detection aircraft embodiment, the voltage acquisition unit is arranged on the aircraft body 1, the conductive rubber probe 2 is made of conductive rubber, which can eliminate the electromagnetic interference caused by the traditional metal probe, and based on the stable chemical properties, good oxidation resistance and heat resistance of the conductive rubber, the service life of the conductive rubber probe 2 can be effectively prolonged. At the same time, by arranging the contact end face 21 in a spherical structure on the conductive rubber probe 2, the curvature radius of the contact end face 21 of the conductive rubber probe 2 is increased to reduce the possibility of corona discharge during voltage acquisition. In addition, when the conductive rubber probe 2 gradually approaches the iron cap of the insulator, the magnet 3 inside the conductive rubber probe 2 relies on the adsorption force of the magnet 3 to automatically and quickly stick to the iron cap of the insulator, thereby avoiding the repeated slight contact and separation between the probe and the iron cap of the insulator caused by the shaking of the unmanned aerial vehicle, and further ensuring the elimination of electromagnetic interference. The method of raising the temperature inside the conductive rubber probe 2 by using the heating assembly can reduce the magnetism of the magnet 3. After the detection of each piece of insulator is completed, the heating assembly slightly raises the temperature around the magnet 3, so that the magnetism of the magnet 3 is slightly reduced, so that the conductive rubber probe 2 can be separated from the iron cap of the insulator under the action of the traction force of the aircraft body 1. And by reducing the temperature to gradually restore the magnetism of the magnet 3, the continuous detection of the zero-value insulator is ensured

[0028] Further, the magnet 3 is adjacent to the contact end face 21 of the conductive rubber probe 2, and a buffer bag 4 is arranged between the magnet 3 and the contact end face 21 of the conductive rubber probe 2.

[0029] By implementing the zero-value insulator detection aircraft embodiment, when the conductive rubber probe 2 gradually approaches the iron cap of the insulator, the conductive rubber probe 2 will automatically stick to the iron cap of the insulator under the attraction of the magnet 3, and the buffer bag 4 arranged between the magnet 3 and the contact end face 21 can effectively absorb the impact force at the moment of contact of the conductive rubber probe 2, thereby ensuring good contact between the conductive rubber probe 2 and the iron cap of the insulator, and avoiding excessive extrusion force.

[0030] Further, the conductive rubber probe 2 is provided with an insulating layer 22 wrapping the magnet 3.

[0031] By implementing the zero-value insulator detection aircraft embodiment, the magnet 3 is wrapped by the insulating layer 22, which prevents the magnet 3 from electrically contacting the conductive rubber probe 2 when the conductive rubber probe 2 contacts the iron cap of the insulator, thereby avoiding short circuit or other electrical faults and ensuring good contact between the conductive rubber probe 2 and the iron cap of the insulator.

[0032] Further, the heating assembly includes a heating element and a temperature sensor arranged in the conductive rubber probe 2, and a temperature controller arranged on the aircraft body 1, and the heating element and the temperature sensor are electrically connected to the temperature controller.

[0033] Through the implementation of the zero-value insulator detection aircraft embodiment, after the detection of each insulator is completed, a temperature value is set by the temperature controller, and the heating element is controlled to slightly increase the temperature around the magnet 3, so that the magnetism of the magnet 3 is slightly reduced. The temperature around the magnet 3 is sensed in real time by the temperature sensor. When the temperature is higher than the set temperature value, the heating element is immediately controlled to stop heating, and the temperature of the heating element is gradually reduced, so that the temperature around the magnet 3 is reduced, and the magnetism of the magnet 3 is gradually restored, so as to realize adaptive control of the magnetism of the magnet 3 and improve the detection efficiency of the zero-value insulator.

[0034] Further, in combination with Figure 3 As shown in the figure, the zero-value insulator detection aircraft further comprises a hard spring 5 and an insulating buffer column 6. The aircraft body 1 is provided with an insulating fixing part 7, and the conductive rubber probe 2 is located outside the insulating fixing part 7 and connected to the insulating fixing part 7 through the hard spring 5. The insulating buffer column 6 is arranged on the insulating fixing part 7 within the ring of the hard spring 5, and there is a buffer gap between the end of the insulating buffer column 6 away from the insulating fixing part 7 and the conductive rubber probe 2.

[0035] Through the implementation of the zero-value insulator detection aircraft embodiment, the insulating fixing part 7 is arranged on the aircraft body 1 to facilitate the installation of the conductive rubber probe 2 at a set position. The conductive rubber probe 2 and the insulating fixing part 7 are connected by the hard spring 5, avoiding the direct installation of the conductive rubber probe 2 on the aircraft body 1 which is easily affected by the shaking of the aircraft body 1. Based on the high elastic modulus of the hard spring 5, the displacement of the conductive rubber probe 2 caused by impact or shaking can be reduced, and the conductive rubber probe 2 can also have a certain angle adjustment space, thereby ensuring good contact between the conductive rubber probe 2 and the insulator cap. At the same time, when the conductive rubber probe 2 contacts the cap of the insulator, the conductive rubber probe 2 will also be subjected to a pressing force and the distance between the conductive rubber probe 2 and the insulating fixing part 7 will be reduced. At this time, the insulating buffer column 6 can be used to support and buffer the conductive rubber probe 2, so as to ensure good contact between the conductive rubber probe 2 and the insulator cap and avoid excessive pressing force. Since the insulating buffer column 6 is located within the ring of the hard spring 5, the hard spring 5 can be used to absorb the initial pressing force on the conductive rubber probe 2, and then quickly recover its shape to reduce the pressing force on the insulating buffer column 6 and ensure the movement space of the hard spring 5. In addition, the insulating buffer column 6 is not directly connected to the conductive rubber probe 2, so that the conductive rubber probe 2 has greater freedom when it contacts the cap of the insulator.

[0036] Further, the tail 23 of the ellipsoid structure is arranged on the conductive rubber probe 2, and the conductive rubber probe 2 is connected with the hard spring 5 through the tail 23. The radius of the hard spring 5 gradually decreases along the direction from the conductive rubber probe 2 to the insulating fixed part 7, and the end of the tail 23 is matched to extend into the ring of the hard spring 5.

[0037] Through the implementation of the zero-value insulator detection aircraft embodiment, the hard spring 5 is used as the structure with the gradually changing radius along the length direction, the stiffness distribution of the hard spring 5 is changed, different forces can be provided at different positions of the hard spring 5, and thus the fine adjustment of the angle of the hard spring 5 is facilitated. Therefore, the end with the maximum radius of the hard spring 5 is connected with the tail 23 of the conductive rubber probe 2, and the tail 23 of the ellipsoid structure is matched to make the conductive rubber probe 2 have a larger angle adjustment space on the hard spring 5. That is, when the angle of the conductive rubber probe 2 is adjusted, the conductive rubber probe 2 can be moved in different directions such as up, down, left and right along the insulating buffer column 6 as the axis. The maximum movement of the conductive rubber probe 2 in each direction is not more than 4 cm. Therefore, the zero-value insulator detection aircraft can automatically adjust the probe angle according to the angle of the insulator string, measure insulators with different sizes and different angles, and has a wide application range.

[0038] Further, the insulating buffer column 6 includes a plurality of column bodies which are integrally formed, and the diameters of the column bodies gradually increase along the direction from the conductive rubber probe 2 to the insulating fixed part 7.

[0039] Through the implementation of the zero-value insulator detection aircraft embodiment, the insulating buffer column 6 is composed of column bodies with different radii to provide gradually increasing support and buffer effects along the direction from the conductive rubber probe 2 to the insulating fixed part 7, so that the pressure on the conductive rubber probe 2 can be uniformly dispersed to the entire insulating buffer column 6, the local stress concentration is reduced, and the good contact between the conductive rubber probe 2 and the insulator cap is ensured. The insulating buffer column 6 and the insulating fixed part 7 are both made of insulating materials, and the conductive interference can be avoided. Preferably, the insulating buffer column 6 includes three column bodies along the direction from the conductive rubber probe 2 to the insulating fixed part 7, and the radius sizes are about 0.75-0.85 cm, 0.65-0.75 cm and 0.45-0.65 cm respectively, and the length sizes are about 7.5-9.5 cm, 6.5-7.5 cm and 2.5-4.5 cm respectively, and the maximum buffer distance of about 9-12 cm can be achieved.

[0040] Further, the zero-value insulator detection aircraft further includes a voltage detector 8 arranged on the aircraft body 1. The hard spring 5 includes an insulating body wound into a plurality of continuous coils, and a metal wire wrapped inside the insulating body. One end of the metal wire is connected with the conductive rubber probe 2, and the other end of the metal wire is electrically connected with the voltage detector 8.

[0041] Through the implementation of the zero-value insulator detection aircraft embodiment, since the hard spring 5 is directly connected to the conductive rubber probe 2, the conductive rubber probe 2 and the voltage detector 8 are connected by the metal wire arranged inside the hard spring 5, without the need to additionally arrange a complex line outside the aircraft body 1, avoiding the problem of line exposure. Moreover, the metal wire can keep consistent movement with the hard spring 5, avoiding interference of the signal transmission of the metal wire caused by the impact and extrusion of the conductive rubber probe 2 and the shaking of the aircraft body 1. In addition, the hard spring 5 itself is an insulating material, which can ensure electrical isolation of the metal wire. The voltage detector 8 arranged on the aircraft body 1 can monitor the voltage state of the insulator in real time, so as to more accurately judge the performance of the insulator and whether there is a problem, ensuring the stability of the zero-value insulator detection.

[0042] Further, the bottom of the aircraft body 1 is provided with an insulating extension rod 11. One end of the insulating extension rod 11 is connected to the voltage detector 8, and the other end of the insulating extension rod 11 extends horizontally from one side of the aircraft body 1. The insulating fixing part 7 is arranged on the extending end of the insulating extension rod 11, and the end of the metal wire away from the conductive rubber probe 2 extends through the inside of the insulating fixing part 7 and the inside of the insulating extension rod 11 in turn, and is electrically connected to the voltage detector 8.

[0043] Through the implementation of the zero-value insulator detection aircraft embodiment, by arranging the insulating extension rod 11, the conductive rubber probe 2 is arranged on one side of the aircraft body 1, which ensures that the conductive rubber probe 2 maintains a safe distance from the aircraft body 1 when it contacts the insulator cap, while ensuring stable support for the conductive rubber probe 2. In addition, the use of the insulating extension rod 11 and the insulating fixing part 7 helps to further route the metal wire, so that the entire line connecting the conductive rubber probe 2 and the voltage detector 8 maintains good electrical isolation. Preferably, the radius of the insulating extension rod 11 is about 2 cm, and the length is about 80 cm.

[0044] Further, in combination with Figure 4 As shown in the figure, the opposite sides of the aircraft body 1 are respectively provided with voltage acquisition units. The voltage acquisition units arranged on one side of the aircraft body 1 are arranged in multiple groups in the vertical direction, and the voltage acquisition units arranged on the other side of the aircraft body 1 are arranged in multiple groups in the horizontal direction.

[0045] Through the implementation of the above-described zero-value insulator detection aircraft embodiment, voltage acquisition units are respectively set on opposite sides of the aircraft body 1, ensuring that the center of gravity of the voltage acquisition units on both sides of the aircraft body 1 coincides with the center of gravity of the aircraft body 1, thereby ensuring that the aircraft body 1 can maintain overall balance throughout the detection process. Furthermore, the arrangement of multiple sets of voltage acquisition units arranged in parallel in the vertical direction is suitable for detecting zero-value insulators in suspension insulator strings; the arrangement of multiple sets of voltage acquisition units arranged in parallel in the horizontal direction is suitable for detecting zero-value insulators in tension insulator strings. Thus, the zero-value insulator detection aircraft of this invention can simultaneously adapt to suspension insulator strings and tension insulator strings, and each conductive rubber probe 2 can autonomously adjust its angle according to the angle of the insulator string. The insulating fixing part 7 is preferably a disc-shaped structure with a radius of approximately 15cm, with its surface made of insulating material, and the multiple sets of voltage acquisition units arranged in parallel are all set on the insulating fixing part 7 on the corresponding sides.

[0046] Preferably, when measuring insulators of different sizes, the distance between two adjacent conductive rubber probes 2 on the same side can vary from about 6 to 18 cm; when measuring insulator strings with angles, the distance between two adjacent conductive rubber probes 2 on the same side can vary from about ±30°.

[0047] The detailed steps of this invention for detecting the voltage distribution of an insulator using a zero-value insulator detection aircraft are as follows:

[0048] S1. Start the power module of the aircraft body 1, and the operator manipulates the aircraft body 1 to gradually approach the first insulator on the crossarm side of the insulator string to be tested.

[0049] S2. Adjust the attitude of the aircraft body 1, select the conductive rubber probe 2 with a matching arrangement according to the type of insulator string to be tested, and make the conductive rubber probe 2 on this side face the insulator string to be tested, so that the contact end face 21 of the two conductive rubber probes 2 are close to the iron cap of the first insulator and the second insulator respectively.

[0050] S3. The operator controls the aircraft body 1 to fly slowly towards the insulator to be tested, so that the conductive rubber probe 2 automatically adjusts its angle and contacts the iron cap of the insulator under the attraction of the magnet 3.

[0051] S4. After ensuring good contact between the voltage acquisition probe and the insulator cap, start the voltage detector 8. The measured voltage data will be transmitted in real time to the control platform of the ground operator using the built-in wireless transmission system of the aircraft body 1 and recorded.

[0052] S5, the operator controls the aerial vehicle body 1 to fly slowly away from the insulator to be measured, under the action of the aerial vehicle traction force, the conductive rubber probe 2 adsorbed on the iron cap of the insulator automatically falls off until the aerial vehicle body 1 has enough space to move along the insulator, the aerial vehicle body 1 is continuously controlled to fly away from the cross arm side along the insulator string, and the voltage of the next group of insulators is continuously detected according to the procedures of steps S2-S4;

[0053] S6, the procedures of S2-S5 are repeated until all the insulators in the insulator string to be measured are detected, and then the operator controls the aerial vehicle body 1 to return to the ground;

[0054] S7, the operator analyzes the detected voltage distribution of the insulator string, draws a voltage distribution curve diagram of the insulator string, and finds the insulator which is obviously lower than the voltage distribution measurement values on the adjacent two sides of the insulator in the image result, and then judges that the insulator is a zero-value insulator.

[0055] It should be understood that the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them. For those skilled in the art, the technical solutions recorded in the above embodiments can be modified, or some technical features can be replaced by equivalents. All these modifications and replacements should belong to the protection scope of the claims of the present application.

Claims

1. A null insulator detection aerial vehicle, characterized by: The zero-value insulator detection aircraft comprises an aircraft body and a voltage acquisition unit arranged on the aircraft body, the voltage acquisition unit comprises a conductive rubber probe, a magnet and a heating assembly, a contact end face for contacting the iron cap of the zero-value insulator is arranged on the conductive rubber probe, the contact end face is in a spherical structure, the magnet and the heating assembly are arranged in the interior of the conductive rubber probe, and the magnet magnetically locks or releases the iron cap of the zero-value insulator through the temperature change of the heating assembly.

2. The zero-value insulator detection aircraft of claim 1, wherein: The magnet is adjacent to the contact end face of the conductive rubber probe, and a buffer bag is arranged between the magnet and the contact end face of the conductive rubber probe.

3. The zero-value insulator detection aircraft of claim 1, wherein: An insulating layer wrapping the magnet is arranged in the conductive rubber probe.

4. The zero-value insulator detection aircraft of claim 1, wherein: The heating assembly comprises a heating piece and a temperature sensor arranged in the conductive rubber probe, and a temperature controller arranged on the aircraft body, and the heating piece and the temperature sensor are electrically connected with the temperature controller.

5. The zero-value insulator detection aircraft of claim 1, wherein: The zero-value insulator detection aircraft further comprises a hard spring and an insulating buffer column, an insulating fixing part is arranged on the aircraft body, the conductive rubber probe is located outside the insulating fixing part, the conductive rubber probe is connected with the insulating fixing part through the hard spring, and the insulating buffer column is arranged on the insulating fixing part in the ring of the hard spring, and a buffer gap exists between the end of the insulating buffer column away from the insulating fixing part and the conductive rubber probe.

6. The zero-value insulator detection aircraft of claim 5, wherein: An ellipsoidal tail is arranged on the conductive rubber probe, the conductive rubber probe is connected with the hard spring through the tail, the radius of the hard spring decreases in sequence from the conductive rubber probe to the insulating fixing part, and the end of the tail is inserted into the ring of the hard spring.

7. The zero-value insulator detection aircraft of claim 5, wherein: The insulating buffer column comprises a plurality of integrally formed column bodies, and the diameters of the column bodies increase in sequence from the conductive rubber probe to the insulating fixing part.

8. The zero-value insulator detection aircraft of claim 5, wherein: The zero-value insulator detection aircraft further comprises a voltage detector arranged on the aircraft body, the hard spring comprises an insulating body wound into a plurality of continuous coils, and a metal wire wrapped in the interior of the insulating body, one end of the metal wire is connected with the conductive rubber probe, and the other end of the metal wire is electrically connected with the voltage detector.

9. The zero-value insulator detection aircraft of claim 8, wherein: An insulating extension rod is arranged at the bottom of the aircraft body, one end of the insulating extension rod is connected with the voltage detector, the other end of the insulating extension rod horizontally extends from one side of the aircraft body, the insulating fixing part is arranged on the extended end of the insulating extension rod, and one end of the metal wire away from the conductive rubber probe extends through the interior of the insulating fixing part and the interior of the insulating extension rod in sequence and is electrically connected with the voltage detector.

10. The null insulator detection aircraft of any of claims 1-9, wherein: The voltage acquisition units are arranged on opposite sides of the aircraft body, the voltage acquisition units arranged on one side of the aircraft body are arranged in multiple groups in the vertical direction, and the voltage acquisition units arranged on the other side of the aircraft body are arranged in multiple groups in the horizontal direction.

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