Collision avoidance structure for low altitude vehicles
By combining sponge pads and carbon fiber anti-collision frames with a bevel gear transmission system, the propeller blades of the low-altitude aircraft rotate in opposite directions, solving the collision problem of low-altitude aircraft and improving safety and practicality.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- BOHAI UNIV
- Filing Date
- 2025-11-13
- Publication Date
- 2026-07-21
AI Technical Summary
Existing low-altitude aircraft are prone to colliding with obstacles during flight, resulting in equipment damage and injury to personnel or facilities. At the same time, the large size and weight of the equipment reduce safety and practicality.
The structure uses sponge pads and carbon fiber reinforced composite material for the anti-collision frame, combined with a bevel gear transmission system, to make the blades rotate in opposite directions, reducing the chance of equipment collisions and improving impact resistance.
Through cushioning and shock-resistant design, equipment damage is reduced, the probability of collision is lowered, equipment safety and battery life are improved, equipment size and weight are reduced, and practicality is enhanced.
Smart Images
Figure CN224529037U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of low-altitude aircraft technology; more specifically, it relates to a collision avoidance structure for low-altitude aircraft. Background Technology
[0002] Low-altitude unmanned aerial vehicles (UAVs) refer to unmanned aircraft that fly in lower airspace. They typically rely on remote control, autonomous navigation, or artificial intelligence technology to perform tasks and are widely used in fields such as aerial photography, agricultural plant protection, logistics distribution, power line inspection, environmental monitoring, emergency rescue, and military reconnaissance. They have advantages such as flexible deployment, efficient operation, and low cost. Their development is constrained by key factors such as airspace management, obstacle avoidance technology, and battery life, and they must comply with the low-altitude airspace regulations and airworthiness standards of various countries.
[0003] To ensure flight safety, protect public property, and avoid casualties, while also improving the operational reliability and airspace utilization efficiency of low-altitude aircraft in complex urban environments and intensive operational scenarios, the collision avoidance structure of low-altitude aircraft is usually a very important part.
[0004] Currently, existing low-altitude aircraft have a high probability of colliding with obstacles such as buildings or trees during use due to their low flight altitude. This not only easily causes damage to the aircraft itself, but the high-speed rotating propellers may also cause injury to buildings, trees, and even people, reducing the safety of the equipment to a certain extent. Moreover, most current aircraft use four or more rotor configurations, resulting in a large size and heavy weight, which makes them more likely to collide with buildings or trees during low-altitude operations, reducing the practicality of the equipment. Therefore, there is an urgent need for collision avoidance structures for low-altitude aircraft to solve the above problems. Utility Model Content
[0005] In order to overcome the above-mentioned defects of the prior art, the present invention provides a collision avoidance structure for low-altitude aircraft to solve the problems existing in the background art.
[0006] This utility model provides the following technical solution: a collision avoidance structure for low-altitude aircraft, comprising: The main body has a gasket fixedly connected to the outer surface of its lower end and an anti-collision frame fixedly connected to the outer surface of its upper end. The main body also has a flight structure inside. The flight structure includes a chamber, a motor, a first bevel gear, a second bevel gear, a rotating rod, a rotating cylinder, a third bevel gear, a first rotating seat, a first blade, a second rotating seat, and a second blade. The chamber is located at the upper end of the main body.
[0007] Preferably, the pad is made of sponge material and the anti-collision frame is made of carbon fiber reinforced composite material. This design, through the softness of the pad material itself, can buffer the impact of the collision on the main body when a collision occurs at the lower end of the main body.
[0008] Preferably, the motor is mounted on the inner wall surface at the lower end of the chamber. The output end of the motor is fixedly connected to a first bevel gear, and an inner bearing on the inner wall surface at one end of the chamber is connected to a second bevel gear. A rotating rod is fixedly connected to the outer surface of the upper end of the first bevel gear, and a rotating cylinder is sleeved on the outer surface of the rotating rod. A third bevel gear is fixedly connected to the outer surface of the lower end of the rotating cylinder. A first rotating seat is fixedly connected to the outer surface of the upper end of the rotating cylinder, and a first blade is fixedly connected to the outer surface of the first rotating seat. A second rotating seat is fixedly connected to the outer surface of the upper end of the rotating rod, and a second blade is fixedly connected to the outer surface of the second rotating seat. This design allows the main body to fly by rotating the first and second blades.
[0009] Preferably, a rotating groove is formed inside the inner wall surface of the upper end of the chamber, and a rotating ring is provided on the outer surface of the rotating cylinder. The outer dimensions of the rotating ring are adapted to the inner dimensions of the rotating groove. This design allows the rotating cylinder to be more stable during rotation by rotating the rotating ring inside the rotating groove, and the rotating cylinder will not detach from the interior of the chamber.
[0010] Preferably, the outer surface of the upper end of the first bevel gear meshes with the second bevel gear, and the outer surface of the lower end of the third bevel gear meshes with the second bevel gear. This design allows the second bevel gear to rotate when the motor is started through the meshing between the first and second bevel gears, and simultaneously drives the third bevel gear to rotate through the meshing between the second and third bevel gears.
[0011] Preferably, both the first and second blades are provided in multiple sets, and the first and second blades are inclined in opposite directions. This design, by having the first and second blades in opposite directions, can prevent the main body from rotating when the first and second blades rotate synchronously.
[0012] The technical effects and advantages of this utility model are as follows: The softness of the pad material itself can act as a buffer when the lower part of the main body is hit, reducing the impact of the collision on the main body. At the same time, the high strength and low weight of the anti-collision frame material can improve the impact resistance of the anti-collision frame and reduce the deformation of the anti-collision frame after the collision, which can reduce the impact on the internal blades and avoid injury to personnel caused by high-speed rotating equipment. It can also reduce the burden on the equipment, improve the overall endurance of the equipment, and improve the safety of the equipment to a certain extent. By starting the motor and engaging the first and third bevel gears through the second bevel gear, the third bevel gear can be driven to rotate synchronously. Simultaneously, the first and third bevel gears rotate in opposite directions, causing the rotating rod and rotating cylinder to rotate synchronously in opposite directions. This, in turn, drives the first and second rotating seats to rotate, which in turn drives the first and second blades to rotate. The design of the first and second blades having opposite inclination directions prevents the main body from rotating during their rotation, thus reducing the size and weight of the equipment and decreasing the likelihood of collisions during use. This improves the equipment's practicality to a certain extent. Furthermore, its overall structure is simple and reasonable, highly practical, and easy to promote and apply. Attached Figure Description
[0013] Figure 1 This is a three-dimensional structural diagram of the present invention.
[0014] Figure 2 This is an exploded three-dimensional structural diagram of the gasket and anti-collision frame of this utility model.
[0015] Figure 3 This is a three-dimensional exploded view of the flight structure of this utility model.
[0016] Figure 4 This is a partial three-dimensional exploded view of the flight structure of this utility model.
[0017] The attached figures are labeled as follows: 1. Main body; 2. Gasket; 3. Anti-collision frame; 4. Flight structure; 41. Chamber; 42. Motor; 43. First bevel gear; 44. Second bevel gear; 45. Rotating rod; 46. Rotating cylinder; 47. Third bevel gear; 48. First rotating seat; 49. First blade; 410. Second rotating seat; 411. Second blade. Detailed Implementation
[0018] The technical solution of this utility model will be clearly and completely described below with reference to the accompanying drawings. In addition, the forms of the various structures described in the following embodiments are merely illustrative. The low-altitude aircraft involved in this utility model is not limited to the structures described in the following embodiments. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.
[0019] Example 1, as Figure 1 and Figure 2 As shown, this embodiment proposes a collision avoidance structure for low-altitude aircraft, including: The main body 1 has a gasket 2 fixedly connected to the outer surface of the lower end of the main body 1, and a crash frame 3 fixedly connected to the outer surface of the upper end of the main body 1. The main body 1 also has a flight structure 4 inside.
[0020] The material of pad 2 is set to sponge, and the material of anti-collision frame 3 is set to carbon fiber reinforced composite material; In this embodiment, the softness of the pad 2 material itself can act as a buffer when a collision occurs at the lower end of the main body 1, reducing the impact of the collision on the main body 1. At the same time, the high strength and low weight of the anti-collision frame 3 material can improve the impact resistance of the anti-collision frame 3, reduce the deformation of the anti-collision frame 3 after the collision, reduce the impact on its internal blades, reduce the burden on the equipment, and improve the overall battery life of the equipment.
[0021] Example 2, as Figure 3 and Figure 4 As shown, based on the same concept as the above embodiments, this embodiment also proposes: The flight structure 4 includes a chamber 41, a motor 42, a first bevel gear 43, a second bevel gear 44, a rotating rod 45, a rotating cylinder 46, a third bevel gear 47, a first rotating seat 48, a first blade 49, a second rotating seat 410, and a second blade 411. The chamber 41 is located at the upper end of the main body 1. The motor 42 is mounted on the inner wall surface at the lower end of the chamber 41. The output end of the motor 42 is fixedly connected to the first bevel gear 43. The second bevel gear 44 is connected to the inner bearing on the inner wall surface at one end of the chamber 41. The rotating rod 45 is fixedly connected to the outer surface at the upper end of the first bevel gear 43. The rotating cylinder 46 is fitted on the outer surface of the rotating rod 45. A rotating groove is opened inside the inner wall surface at the upper end of the chamber 41. A rotating ring is provided on the outer surface of the rotating cylinder 46. The outer dimensions of the rotating ring are adapted to the inner dimensions of the rotating groove. This design allows the rotating cylinder 46 to be more stable during rotation by rotating the rotating ring inside the rotating groove, and the rotating cylinder 46 will not detach from the interior of the chamber 41. Furthermore, a third bevel gear 47 is fixedly connected to the outer surface of the lower end of the rotating cylinder 46. The outer surface of the upper end of the first bevel gear 43 meshes with the second bevel gear 44, and the outer surface of the lower end of the third bevel gear 47 meshes with the second bevel gear 44. This design allows the second bevel gear 44 to rotate synchronously when the starting motor 42 drives the first bevel gear 43 to rotate, through the meshing between the first bevel gear 43 and the second bevel gear 44. At the same time, the third bevel gear 47 is driven to rotate synchronously through the meshing between the second bevel gear 44 and the third bevel gear 47. Meanwhile, the first bevel gear 43 and the third bevel gear 47 rotate in opposite directions. A first rotating seat 48 is fixedly connected to the outer surface of the upper end of the rotating cylinder 46, and a first blade 49 is fixedly connected to the outer surface of the first rotating seat 48. A second rotating seat 410 is fixedly connected to the outer surface of the upper end of the rotating rod 45, and a second blade 411 is fixedly connected to the outer surface of the second rotating seat 410. Multiple sets of first blades 49 and second blades 411 are provided, and the first blades 49 and second blades 411 are inclined in opposite directions. This design, through the synchronous and opposite rotation of the third bevel gear 47 and the first bevel gear 43, can drive the first rotating seat 48 and the second rotating seat 410 to rotate synchronously and in opposite directions, thereby driving the third bevel gear 47 and the second blades 411 to rotate. At the same time, through the design that the first blades 49 and the second blades 411 are inclined at opposite angles, the main body 1 can be prevented from rotating along with the first blades 49 and the second blades 411, making the main body 1 more stable.
[0022] The motor 42 in this application is a common electromechanical device, and it is a product that can be purchased directly on the market. Its principle, connection method and control method are all existing technologies known to those skilled in the art, so they will not be described in detail here. The first bevel gear 43, the second bevel gear 44, and the third bevel gear 47 in this application, as well as all movable parts, require regular cleaning and maintenance, including but not limited to dust removal and lubrication.
[0023] Working principle: When the equipment is in use, the motor 42 is started first, which drives the first bevel gear 43 to rotate, and then drives the second bevel gear 44 to rotate, which in turn drives the third bevel gear 47 to rotate synchronously in the opposite direction to the first bevel gear 43. This drives the rotating rod 45 and the rotating cylinder 46 to rotate, and causes the first rotating seat 48 and the second rotating seat 410 to rotate, which in turn causes the first blade 49 and the second blade 411 to rotate synchronously in the opposite direction, thus driving the main body 1 to fly. At the same time, the overall size of the equipment is small and the weight is light. In the event of a collision, the high strength of the anti-collision frame 3 can reduce the impact on the high-speed rotating first blade 49 and the second blade 411, and also avoid damage to public facilities and personnel caused by the high-speed rotating first blade 49 and the second blade 411. Furthermore, the softness of the pad 2 can minimize the impact of the collision on the interior of the main body 1. The above is the complete working principle of this utility model.
[0024] Finally, the following points should be noted: First, in the description of this application, it should be noted that, unless otherwise specified and limited, the terms "installation", "connection", and "linkage" should be interpreted broadly, and can be mechanical or electrical connections, or internal connections between two components, or direct connections. "Up", "down", "left", "right", etc. are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may change. Secondly: The accompanying drawings of the embodiments disclosed in this utility model only involve the structures involved in the embodiments disclosed in this utility model. Other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of this utility model can be combined with each other. In conclusion, the above are merely preferred embodiments of this utility model and are not intended to limit this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.
Claims
1. A collision avoidance structure for low-altitude aircraft, characterized in that, include: The main body (1) has a gasket (2) fixedly connected to the outer surface of the lower end of the main body (1), and a collision protection frame (3) fixedly connected to the outer surface of the upper end of the main body (1), and a flight structure (4) is provided inside the main body (1). The flight structure (4) includes a chamber (41), a motor (42), a first bevel gear (43), a second bevel gear (44), a rotating rod (45), a rotating cylinder (46), a third bevel gear (47), a first rotating seat (48), a first blade (49), a second rotating seat (410), and a second blade (411), with the chamber (41) located at the upper end inside the main body (1).
2. The low-altitude aircraft collision avoidance structure according to claim 1, characterized in that: The pad (2) is made of sponge material, and the anti-collision frame (3) is made of carbon fiber reinforced composite material.
3. The low-altitude aircraft collision avoidance structure according to claim 1, characterized in that: The motor (42) is installed on the inner wall surface at the lower end of the chamber (41). The output end of the motor (42) is fixedly connected to the first bevel gear (43), and the inner bearing of the inner wall surface at one end of the chamber (41) is connected to the second bevel gear (44). The outer surface of the upper end of the first bevel gear (43) is fixedly connected to the rotating rod (45), and the outer surface of the rotating rod (45) is fitted with a rotating cylinder (46). The outer surface of the lower end of the rotating cylinder (46) is fixedly connected to the third bevel gear (47). The outer surface of the upper end of the rotating cylinder (46) is fixedly connected to the first rotating seat (48), and the outer surface of the first rotating seat (48) is fixedly connected to the first blade (49). The outer surface of the upper end of the rotating rod (45) is fixedly connected to the second rotating seat (410), and the outer surface of the second rotating seat (410) is fixedly connected to the second blade (411).
4. The low-altitude aircraft collision avoidance structure according to claim 1, characterized in that: The inner wall surface of the upper end of the chamber (41) is provided with a rotating groove, and the outer surface of the rotating cylinder (46) is provided with a rotating ring, and the outer dimensions of the rotating ring are adapted to the inner dimensions of the rotating groove.
5. The low-altitude aircraft collision avoidance structure according to claim 1, characterized in that: The outer surface of the upper end of the first bevel gear (43) meshes with the second bevel gear (44), and the outer surface of the lower end of the third bevel gear (47) meshes with the second bevel gear (44).
6. The low-altitude aircraft collision avoidance structure according to claim 1, characterized in that: The first blade (49) and the second blade (411) are provided in multiple sets, and the first blade (49) and the second blade (411) are inclined in opposite directions.