A model airplane anti-collision mechanism

Abstract

The application provides a model aircraft anti-collision mechanism, which comprises a fuselage, a nose and an anti-collision assembly. The nose is connected with the fuselage, the nose is a starting impact part, and the nose comprises an anti-collision structure. The anti-collision assembly comprises a first anti-collision part and a second anti-collision part. The first anti-collision part is sleeved on the nose, and the first anti-collision part is located at the tip of the nose. The second anti-collision part is connected with the nose in a close manner, and the second anti-collision part is located at one end of the nose close to the ground. The anti-collision effect is enhanced through the above structure.

Description

Technical Field

[0001] This application relates to the field of model aircraft, and more particularly to a model aircraft anti-collision mechanism. Background Technology

[0002] With the increasing popularity of model aircraft, more and more enthusiasts are starting to learn about and operate various model aircraft. However, especially novice users often make mistakes during practical operation due to insufficient operating experience, misjudgment of attitude, or sudden signal interference, leading to model aircraft crashes. During an out-of-control crash, because most model aircraft have key components such as drive motors, batteries, and electronic speed controllers concentrated in the nose, their overall center of gravity is shifted forward. Therefore, once power is lost, the model aircraft often crashes into the ground nose-down, causing severe damage to the nose structure, damage to internal equipment, and even flight malfunctions and economic losses.

[0003] Currently, common collision avoidance measures for model aircraft mostly focus on increasing the overall structural strength or adding general-purpose cushioning materials, such as foam covering or simple plastic shell installation. However, these methods have significant limitations. First, they do not provide targeted protection for the nose area, which is the first point of impact, resulting in low cushioning efficiency. Second, rigid protective layers can easily transmit impact energy to internal equipment, limiting their collision protection effect. Third, additional structures often affect aerodynamic performance and fuselage trim, which is detrimental to flight stability.

[0004] Therefore, a collision avoidance mechanism for model aircraft is needed to prevent nose-impact collisions. Utility Model Content

[0005] In view of this, it is necessary to provide a model aircraft anti-collision mechanism for nose impact to solve the above problems.

[0006] Embodiments of this application provide a model aircraft collision avoidance mechanism, comprising: body; The machine head is connected to the machine body. The machine head is the initial impact part and has an anti-collision structure. Collision protection components, including: A first anti-collision component is sleeved on the machine head and is located at the tip of the machine head; The second anti-collision component is fitted and connected to the machine head, and the second anti-collision component is located at the end of the machine head closest to the ground.

[0007] In at least one embodiment of this application, the machine head is a conical head, the first anti-collision member is sleeved on the outer surface of the machine head, and the first anti-collision member covers the tip of the machine head.

[0008] In at least one embodiment of this application, the first anti-collision member may be ring-shaped; The first anti-collision component may have the same shape as the tip of the machine head.

[0009] In at least one embodiment of this application, the anti-collision structure includes: The first anti-collision layer is set as the inner wall of the machine head; The second anti-collision layer is set as the outer wall of the machine head, and is stacked with the first anti-collision layer to form the outer shell of the machine head.

[0010] In at least one embodiment of this application, the first anti-collision layer is provided as a rigid metal layer; The second anti-collision layer is designed with a honeycomb structure.

[0011] In at least one embodiment of this application, the second anti-collision member is a flexible buffer layer.

[0012] In at least one embodiment of this application, the second anti-collision member is consistent with the outer surface of the machine head, and the inner surface of the second anti-collision member is in contact with the outer surface of the machine head.

[0013] In at least one embodiment of this application, the first anti-collision member is TPU.

[0014] In at least one embodiment of this application, the second anti-collision component is silicone.

[0015] In at least one embodiment of this application, the second anti-collision member is connected to the head buckle or the interference fit in either way.

[0016] The aforementioned anti-collision mechanism for model aircraft constructs a dual, zoned, targeted protection system by placing a first anti-collision component and a second anti-collision component at the most critical impact point (such as the tip) and the most likely point of contact with the ground, respectively. This utilizes limited cushioning material in the most critical locations, significantly improving cushioning efficiency.

[0017] Furthermore, the first anti-collision component directly faces the initial impact to absorb and disperse the impact force, while the second anti-collision component is responsible for the scraping and collision when the nose touches the ground. The combination of the two protects the key equipment such as the drive motor concentrated inside the nose, avoiding the problem of the rigid protective layer easily transmitting impact energy. Thus, while enhancing the anti-collision effect, it minimizes the negative impact of the additional structure on aerodynamic performance and fuselage balance. Attached Figure Description

[0018] Figure 1 This is a three-dimensional schematic diagram of the anti-collision mechanism for model aircraft described in this application; Figure 2 This is a cross-sectional view of the model aircraft anti-collision mechanism described in this application; Figure 3 for Figure 2 Sectional view of AA in the diagram; Figure 4 for Figure 2 Enlarged view of section B in the image; Explanation of main component symbols 100. Model aircraft anti-collision mechanism; 10. Fuselage; 20. Nose; 21. Anti-collision structure; 211. First anti-collision layer; 212. Second anti-collision layer; 22. Tip; 30. Anti-collision component; 31. First anti-collision component; 32. Second anti-collision component. Detailed Implementation

[0019] The embodiments of this application will now be described with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0020] It should be noted that when a component is considered to be "connected" to another component, it can be directly connected to the other component or may also have an intervening component. When a component is considered to be "placed" on another component, it can be directly placed on the other component or may also have an intervening component. The terms "top," "bottom," "upper," "lower," "left," "right," "front," "back," and similar expressions used in this article are for illustrative purposes only.

[0021] This application provides an embodiment of a model aircraft collision avoidance mechanism, including a fuselage, a nose section, and a collision avoidance component. The nose section is connected to the fuselage and serves as the initial impact point, and includes a collision avoidance structure. The collision avoidance component includes a first collision avoidance member and a second collision avoidance member. The first collision avoidance member is sleeved on the nose section and is located at the tip of the nose section. The second collision avoidance member is fitted and connected to the nose section and is located at the end of the nose section closest to the ground.

[0022] The aforementioned anti-collision mechanism for model aircraft constructs a dual, zoned, targeted protection system by placing a first anti-collision component and a second anti-collision component at the most critical impact point (such as the tip) and the most likely point of contact with the ground, respectively. This utilizes limited cushioning material in the most critical locations, significantly improving cushioning efficiency.

[0023] Furthermore, the first anti-collision component directly faces the initial impact to absorb and disperse the impact force, while the second anti-collision component is responsible for the scraping and collision when the nose touches the ground. The combination of the two protects the key equipment such as the drive motor concentrated inside the nose, avoiding the problem of the rigid protective layer easily transmitting impact energy. Thus, while enhancing the anti-collision effect, it minimizes the negative impact of the additional structure on aerodynamic performance and fuselage balance.

[0024] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0025] Please see Figures 1-4 This application provides a model aircraft collision avoidance mechanism 100, including a fuselage 10, a nose section 20, and a collision avoidance component 30. The nose section 20 is connected to the fuselage 10, and is the initial impact point, including a collision avoidance structure 21. The collision avoidance component 30 includes a first collision avoidance member 31 and a second collision avoidance member 32. The first collision avoidance member 31 is sleeved on the nose section 20 and is located at the tip 22 of the nose section 20. The second collision avoidance member 32 is fitted and connected to the nose section 20 and is located at the end of the nose section 20 closest to the ground.

[0026] The model aircraft anti-collision mechanism 100 improves the model aircraft's resistance to impacts in the event of loss of control, reducing damage and flight malfunctions caused by collisions. To achieve this goal, the anti-collision mechanism mainly enhances the impact resistance of the nose 20 area by setting up a special anti-collision component at the point of first impact on the model aircraft's nose 20, thereby protecting critical internal equipment such as drive motors, batteries, and electronic speed controllers.

[0027] The model aircraft collision avoidance mechanism 100 includes a fuselage 10, a nose section 20, and a collision avoidance component 30. The nose section 20, as the initial point of contact between the model aircraft and the external environment, has a particularly critical impact resistance design. In this embodiment, the nose section 20 is connected to the fuselage 10, and is specifically designed as the initial impact point. To enhance the impact resistance of the nose section 20, a collision avoidance structure 21 is provided in the nose section 20 area. The collision avoidance component 30 includes a first collision avoidance member 31 and a second collision avoidance member 32.

[0028] The first anti-collision component 31 is fitted onto the nose section 20 and located at the tip 22 of the nose section 20, responsible for facing the initial impact. In the event of a loss of control of the model aircraft, the nose section 20 will be the first to contact the ground. The first anti-collision component 31 absorbs and disperses the impact force, effectively reducing the direct damage to the nose section 20 and its internal equipment from the initial impact. The first anti-collision component 31 acts as a buffer, evenly distributing the impact force and preventing excessive impact on the tip 22, thereby reducing damage to the aircraft's internal propulsion system and battery.

[0029] The second anti-collision component 32 is fitted and connected to the nose 20, located at the end of the nose 20 closest to the ground. When the model aircraft loses control and hits the ground, the second anti-collision component 32 will bear the scraping and collision tasks after impact. The second anti-collision component 32 is designed to reduce the local impact damage that may be caused when the nose 20 hits the ground, especially to prevent the nose 20 from violently rubbing against the ground, thereby protecting the nose 20 and its internal equipment from additional damage.

[0030] By employing a dual-protection structure of a first anti-collision component 31 and a second anti-collision component 32, a zoned and directional anti-collision system is formed. Specifically, the first anti-collision component 31 directly faces the initial impact and effectively absorbs the impact force, minimizing damage to the tip 22 of the nose 20, while preventing the rigid structure from directly transmitting impact energy to the interior of the nose 20. The second anti-collision component 32 effectively mitigates scraping and collision when the nose 20 contacts the ground, further improving the nose 20's impact resistance.

[0031] The aforementioned anti-collision components 30 effectively buffer the most critical impact points, significantly improving buffering efficiency and protecting critical equipment such as the drive motor and battery within the nose section 20, thus preventing flight malfunctions caused by impact damage. Furthermore, because the anti-collision structures 21 are strategically positioned at different locations within the nose section 20, the overall weight increase is controlled, minimizing its impact on the aircraft's aerodynamic performance and fuselage balance, thereby ensuring flight stability.

[0032] Therefore, the model aircraft anti-collision mechanism 100 can enhance the model aircraft's impact resistance while minimizing the negative impact on flight performance, thereby improving the model aircraft's safety and economy.

[0033] In one specific embodiment, the head 20 is a conical head. The first anti-collision member 31 is sleeved on the outer surface of the head 20, and the first anti-collision member 31 covers the tip 22 of the head 20.

[0034] In this embodiment, the nose 20 of the model aircraft is designed in a conical shape. Compared with other shapes, the conical nose 20 can better guide airflow, reduce air resistance, and improve the aerodynamic performance and stability of the aircraft. The conical design also makes it easier to disperse the impact force along the surface of the nose 20 in the event of an impact, avoiding force concentration.

[0035] To further enhance impact resistance, a first anti-collision component 31 is fitted onto the outer surface of the conical nose 20 and covers the tip 22 of the nose 20. This anti-collision component not only buffers the impact but also provides better protection for the tip 22 of the nose 20. When the model aircraft goes out of control and begins to crash into the ground, the first anti-collision component 31 will be the first to contact the ground, directly facing the impact and absorbing the impact force. Because the first anti-collision component 31 covers the tip 22 of the nose 20, the impact force is effectively dispersed, thereby reducing the damage to the tip area.

[0036] The design of the first anti-collision component 31 takes into account the impact vulnerability of the tip of the nose 20. Its outer surface fits tightly against the surface of the nose 20 to ensure maximum cushioning effect in the event of a collision. This not only improves the impact resistance of the tip 22 of the nose 20, but also prevents the impact force from directly acting on critical equipment inside the nose 20, such as the drive motor, battery, and electronic speed controller, thus avoiding damage to these components due to excessive impact.

[0037] By designing the nose cone 20 as a cone shape and covering its outer surface with a first anti-collision member 31, this embodiment not only improves the aerodynamic performance and flight stability of the model aircraft, but also enhances the impact resistance of the nose cone 20. The conical nose cone 20 can effectively disperse impact force, while the first anti-collision member 31 provides the necessary buffering effect, minimizing the damage caused by the impact.

[0038] Furthermore, the first anti-collision member 31 enveloping the tip 22 of the machine head 20 improves the protective efficiency of the anti-collision member in critical areas. The impact force at the tip of the machine head 20 is dispersed by the anti-collision member, preventing the impact force from being directly transmitted to important equipment inside the machine head 20, thereby reducing the risk of equipment damage.

[0039] In one specific embodiment, the first anti-collision member 31 may be annular. The first anti-collision member 31 may have the same shape as the tip of the machine head 20.

[0040] In this embodiment, the first anti-collision member 31 can adopt a ring structure, or be customized according to the shape of the tip of the nose 20 to make it the same as the tip shape of the nose 20. Specifically, the ring-shaped first anti-collision member 31 can tightly wrap around the outer surface of the tip of the nose 20 to form a complete protective ring. The ring structure design can not only effectively cover the tip 22 of the nose 20, but also evenly disperse the impact force during impact, ensuring that the entire tip 22 is fully protected.

[0041] Furthermore, if the first anti-collision component 31 is custom-designed to fit the tip shape of the nose 20, even if it is not a ring-shaped structure, it can perfectly match the tip contour of the nose 20, giving it better adaptability and higher protective effect. This can further improve the cushioning efficiency during impact while ensuring optimal fit between the anti-collision component and the contact surface of the nose 20.

[0042] After the first anti-collision member 31 matches the shape of the tip of the nose 20, it can quickly absorb and disperse the impact force generated by the impact in the event of loss of control, preventing these forces from directly acting on critical components inside the nose 20, such as motors, batteries, and other electronic components. At the same time, the anti-collision member, which is ring-shaped or custom-designed to match the shape of the nose 20, can remain stable during the impact, reducing the risk of affecting the protective effect due to displacement or failure of the anti-collision member.

[0043] By employing a first anti-collision member 31 that is ring-shaped or has the same shape as the tip of the nose 20, the compatibility and protective effect between the anti-collision member and the tip of the nose 20 are enhanced. Specifically, the ring-shaped design can fully wrap around the tip of the nose 20, forming a uniform buffer area, ensuring that the impact force can be effectively dispersed and will not be concentrated on a certain part of the nose 20, thereby reducing the possibility of damage.

[0044] Furthermore, when the first anti-collision component 31 is custom-designed to fit the shape of the tip of the nose 20, its contact with the tip of the nose 20 is closer, which improves the protective capability of the anti-collision component during an impact and ensures maximum absorption and dispersion of the impact force. This design avoids problems such as uneven protection or displacement of the protective layer that may be caused by traditional anti-collision components, improves the impact resistance of the model aircraft in the event of loss of control, and reduces the risk of damage to the tip of the nose 20.

[0045] In one specific embodiment, the anti-collision structure 21 includes a first anti-collision layer 211 and a second anti-collision layer 212. The first anti-collision layer 211 is configured as the inner wall of the head 20. The second anti-collision layer 212 is configured as the outer wall of the head 20. The second anti-collision layer 212 is stacked with the first anti-collision layer 211 to form the outer shell of the head 20.

[0046] In this embodiment, the anti-collision structure 21 of the model aircraft anti-collision mechanism 100 includes two anti-collision layers. Specifically, the first anti-collision layer 211 is disposed on the inner wall of the nose 20, serving as the basic protective layer inside the nose 20. This anti-collision layer mainly absorbs impact force and disperses impact energy, reducing the impact force directly acting on the inside of the nose 20, thereby protecting the key electronic equipment, drive motors, etc. inside the nose 20 from damage.

[0047] The second anti-collision layer 212 is disposed on the outer wall of the nose 20 and is stacked on top of the first anti-collision layer 211. The main function of the second anti-collision layer 212 is to directly contact the external environment and absorb and mitigate external impact forces. It is tightly integrated with the structure of the tip 22 of the nose 20 and the outer shell of the first anti-collision component 31, further enhancing the external protective capability of the nose 20.

[0048] The overlapping design of the first anti-collision layer 211 and the second anti-collision layer 212 forms a dual protection system. When the model aircraft goes out of control and crashes into the ground, the first anti-collision layer 211 first absorbs and disperses the impact force, and then the second anti-collision layer 212 further mitigates the impact force, preventing the impact force from being directly transmitted to the important equipment inside the nose 20. The two work together to minimize the risk of damage to the nose 20 and its internal components from the impact.

[0049] By layering a first anti-collision layer 211 and a second anti-collision layer 212 on the nose section 20, a more efficient anti-collision system is formed. The first anti-collision layer 211 is located on the inner wall of the nose section 20, which can effectively absorb and disperse impact forces, reducing the risk of damage to critical equipment distributed inside. The second anti-collision layer 212 is located on the outer wall of the nose section 20 and is used in conjunction with the first anti-collision layer 211. This not only enhances the external impact resistance of the nose section 20, but also buffers impact forces and reduces damage caused by external impacts.

[0050] This design, featuring both inner and outer anti-collision layers, significantly improves collision protection. The two layers work together to absorb impact forces, forming a more comprehensive protective mechanism. This design allows the nose of the model aircraft to better withstand impacts from different directions and intensities when it goes out of control, maximizing the protection of internal equipment and avoiding energy transfer problems that may exist in traditional anti-collision designs.

[0051] In one specific embodiment, the first anti-collision layer 211 is a rigid metal layer. The second anti-collision layer 212 is a honeycomb structure.

[0052] The first anti-collision layer 211 is made of rigid metal material, typically a metal with high hardness and strength, such as aluminum alloy or titanium alloy. The function of this metal layer is to provide strength and rigidity to withstand relatively severe impacts. In the event of a model aircraft going out of control and colliding with the ground or other obstacles, the rigid metal layer can effectively disperse the impact force, preventing external objects from causing deep damage to the nose 20. The metal material can absorb some of the impact energy and provide stable structural support, thereby reducing the destructive consequences of the impact.

[0053] The second anti-collision layer 212 adopts a honeycomb structure, a typical lightweight and high-strength structure widely used in the aerospace field. The main characteristic of the honeycomb structure is its unique hexagonal pore structure, which significantly improves the material's compressive strength and cushioning capacity while maintaining a low weight. In the event of a model aircraft going out of control, the honeycomb structure can absorb and disperse the impact force through its cavities. Especially when the nose 20 hits the ground, the honeycomb structure plays a significant cushioning role, effectively reducing the transmission of vibrations during the collision and preventing excessive impact force from acting on sensitive components inside the nose 20.

[0054] The first anti-collision layer 211 is made of rigid metal material, which can effectively provide external strength support for the nose 20, resist the impact of external objects, and at the same time quickly disperse the impact force to prevent the impact from being directly transmitted to the inside of the nose 20. The rigidity of the rigid metal layer allows it to effectively control the distribution of impact force at the moment of impact, thereby protecting the structure of the nose 20 and its internal electronic equipment from serious damage.

[0055] The second impact protection layer 212 employs a honeycomb structure, possessing excellent energy absorption and cushioning capabilities. The hollow design of the honeycomb structure disperses and absorbs impact forces through its unique geometry. In practical applications, the honeycomb structure provides better impact damping than traditional single materials during impacts, especially noticeable in lower-intensity collisions. This design not only significantly reduces the direct impact of external forces on the nose section 20 components but also effectively reduces vibration transmission after impact, enhancing the overall impact protection performance.

[0056] Therefore, by combining a rigid metal layer with a honeycomb structure in the anti-collision structure 21, it is possible to improve impact resistance while maintaining the lightweight structural characteristics of the model aircraft. The combination of the rigidity of the metal layer and the buffering effect of the honeycomb structure allows the nose area 20 to withstand larger external impacts while effectively reducing the damage to internal equipment caused by impact forces.

[0057] In one specific embodiment, the second anti-collision member 32 is a flexible buffer layer.

[0058] In this embodiment, the second anti-collision component 32 is a flexible buffer layer, located at the end of the nose 20 closest to the ground. The flexible buffer layer is mainly made of materials with high elasticity and energy absorption properties, such as rubber, polyurethane, and foam materials. These materials can provide excellent absorption and cushioning effects when an impact occurs.

[0059] In this embodiment, the second anti-collision component 32 is a flexible buffer layer, located at the end of the nose 20 closest to the ground. The flexible buffer layer is mainly made of materials with high elasticity and energy absorption properties, such as rubber, polyurethane, and foam materials. These materials can provide excellent absorption and cushioning effects when an impact occurs.

[0060] Specifically, the flexible buffer layer serves to cushion the impact when the model aircraft loses control and makes contact with the ground. When the nose 20 contacts the ground, the flexible buffer layer can quickly deform, absorbing the impact force and dispersing it over a larger surface area, thus preventing excessive impact force from being borne by any localized area. This process effectively reduces damage to the exterior and critical internal components of the nose 20.

[0061] Furthermore, the flexible buffer layer exhibits excellent resilience, returning to its original shape after an impact and maintaining its protective performance. Compared to rigid impact protection components, flexible materials provide cushioning without adding extra rigidity to the aircraft or negatively impacting aerodynamic performance and flight stability.

[0062] Specifically, the flexible buffer layer serves to cushion the impact when the model aircraft loses control and makes contact with the ground. When the nose 20 contacts the ground, the flexible buffer layer can quickly deform, absorbing the impact force and dispersing it over a larger surface area, thus preventing excessive impact force from being borne by any localized area. This process effectively reduces damage to the exterior and critical internal components of the nose 20.

[0063] Furthermore, the flexible buffer layer exhibits excellent resilience, returning to its original shape after an impact and maintaining its protective performance. Compared to rigid impact protection components, flexible materials provide cushioning without adding extra rigidity to the aircraft or negatively impacting aerodynamic performance and flight stability.

[0064] In one specific embodiment, the second anti-collision member 32 is consistent with the outer surface of the machine head 20, and the inner surface of the second anti-collision member 32 is attached to the outer surface of the machine head 20.

[0065] In this embodiment, the second anti-collision member 32 is consistent with the outer surface of the machine head 20, which is the side of the second anti-collision layer 212 facing away from the second anti-collision layer 212. The inner surface of the second anti-collision member 32 is tightly fitted and connected to the outer surface of the machine head 20. Specifically, the shape of the second anti-collision member 32 is consistent with the shape of the machine head 20, and it can be a shape that is completely aligned with the outer surface of the machine head 20. The tight fit between the second anti-collision member 32 and the outer surface of the machine head 20 ensures that it can fully exert its protective function in the event of an impact, avoiding gaps or slippage between structures, thereby maximizing the anti-collision effect.

[0066] The second anti-collision component 32 ensures maximum contact area with the outer surface of the nose 20. This means that when the model aircraft loses control and hits the ground, the second anti-collision component 32 and the outer surface of the nose 20 can form an efficient contact surface, directly dispersing the impact force. Due to the tight fit between the second anti-collision component 32 and the outer surface of the nose 20, the anti-collision component can avoid gaps or slippage when absorbing the impact, thereby distributing the impact force evenly across its surface and improving the protective effect.

[0067] By designing the second anti-collision member 32 to be flush with the outer surface of the head 20 and its inner surface to be closely connected to the outer surface of the head 20, this embodiment can significantly improve the adaptability and contact efficiency of the anti-collision member. Upon impact, the second anti-collision member 32 can form a seamless contact area with the outer surface of the head 20, allowing the impact force to be quickly absorbed and dispersed, preventing it from being concentrated on a single part of the head 20.

[0068] Furthermore, the tight fit between the inner surface of the second anti-collision component 32 and the outer surface of the nose 20 effectively prevents the anti-collision component from shifting or detaching during an impact, ensuring that the anti-collision structure 21 can continue to perform its due function at critical moments. This tight connection design improves the reliability of the anti-collision effect and reduces the risk of protective failure due to structural instability or detachment.

[0069] In one specific embodiment, the first anti-collision component 31 is configured as TPU.

[0070] TPU is a thermoplastic elastomer material with excellent elasticity, abrasion resistance, and impact resistance. It deforms upon impact, protecting the machine head 20 and internal equipment from damage by dispersing and absorbing impact energy. The elastic properties of TPU allow it to quickly recover its shape upon impact, effectively reducing localized damage caused by impacts. Furthermore, TPU material has high durability and strength, maintaining a long service life even after repeated impacts.

[0071] As the material of the first anti-collision component 31, TPU can quickly absorb and disperse the impact force when an impact occurs. At the same time, its excellent resilience ensures that the anti-collision component can maintain its original performance after each impact. The durability and toughness of TPU enable the first anti-collision component 31 to maintain a good protective effect after multiple impacts, reducing the risk of damage to the nose of the model aircraft 20 caused by repeated impacts.

[0072] In one specific embodiment, the second anti-collision component 32 is made of silicone.

[0073] Silicone is a flexible material with excellent elasticity and good temperature resistance. It has extremely high cushioning properties, effectively absorbing and dispersing external forces upon impact, preventing excessive impact force from being directly transmitted to the nose cone 20 and internal sensitive components. The flexible nature of silicone makes it particularly suitable for the design of the second anti-collision component 32, especially during scraping and collisions after the nose cone 20 contacts the ground, where it provides excellent cushioning, reducing wear and damage to the nose cone 20 and other components.

[0074] Silicone, used as the material for the second anti-collision component 32, possesses excellent flexibility and elasticity, effectively cushioning impact forces upon contact with the ground. The advantage of silicone lies in its ability to provide sustained cushioning after an impact, especially in minor collisions, where it better absorbs impact energy, protecting the nose cone 20 from further damage. Furthermore, silicone exhibits strong anti-aging properties and resistance to high and low temperatures, ensuring the anti-collision component continues to function effectively under various environmental conditions.

[0075] In one specific embodiment, the second anti-collision member 32 is connected to the machine head 20 by either a snap-fit ​​or an interference fit.

[0076] The second anti-collision component 32 is designed with a snap-fit ​​structure to connect with a corresponding part of the nose 20. The snap-fit ​​structure can be designed such that a protruding snap engages with a corresponding groove on the nose 20, ensuring a secure connection between the anti-collision component and the nose 20 through elastic locking. The advantages of this snap-fit ​​connection are simple installation, convenient disassembly, and effective fixation of the second anti-collision component 32, preventing it from loosening during flight or in the event of an impact.

[0077] The second anti-collision component 32 is connected to the machine head 20 via an interference fit. This means there is a certain dimensional difference between the connection point of the anti-collision component and the contact surface of the machine head 20. During installation, a certain amount of pressure is applied to fix the anti-collision component to the machine head 20. The interference fit provides a more stable connection, preventing displacement or detachment of the anti-collision component during a collision and ensuring that it remains in its predetermined position during actual use.

[0078] Both connection methods ensure that the second anti-collision component 32 remains fixed when the machine head 20 is impacted, and will not be displaced or fall off due to external forces, thereby improving the overall anti-collision effect.

[0079] Therefore, the aforementioned anti-collision mechanism 100 for model aircraft, by setting a first anti-collision component 31 and a second anti-collision component 32 at the most initial impact point (such as the tip) and the most likely point of contact with the ground on the nose 20 of the model aircraft, constitutes a dual, zoned, targeted protection system. By using limited cushioning material in the most critical locations, the cushioning efficiency is significantly improved.

[0080] Furthermore, the first anti-collision component 31 directly faces the initial impact to absorb and disperse the impact force, while the second anti-collision component 32 is responsible for the scraping and collision when the nose 20 touches the ground. The two components together protect the key equipment such as the drive motor concentrated inside the nose 20, avoiding the problem that the rigid protective layer can easily transmit impact energy. Thus, while enhancing the anti-collision effect, the negative impact of the additional structure on the aerodynamic performance and fuselage 10 balance is minimized.

[0081] The above description is merely an embodiment of this application. It should be noted that those skilled in the art can make improvements without departing from the inventive concept of this application, but these improvements all fall within the protection scope of this application.

Claims

1. A collision avoidance mechanism for model aircraft, characterized in that, include: body; The machine head is connected to the machine body. The machine head is the initial impact part and has an anti-collision structure. Collision protection components, including: A first anti-collision component is sleeved on the machine head and is located at the tip of the machine head; The second anti-collision component is fitted and connected to the machine head, and the second anti-collision component is located at the end of the machine head closest to the ground.

2. The anti-collision mechanism for model aircraft according to claim 1, characterized in that, The machine head is a conical head, and the first anti-collision component is sleeved on the outer surface of the machine head, and the first anti-collision component covers the tip of the machine head.

3. The anti-collision mechanism for model aircraft according to claim 1, characterized in that, The first anti-collision component may be ring-shaped; The first anti-collision component may have the same shape as the tip of the machine head.

4. The anti-collision mechanism for model aircraft according to claim 1, characterized in that, The anti-collision structure includes: The first anti-collision layer is set as the inner wall of the machine head; The second anti-collision layer is set as the outer wall of the machine head, and is stacked with the first anti-collision layer to form the outer shell of the machine head.

5. The anti-collision mechanism for model aircraft according to claim 4, characterized in that, The first anti-collision layer is a rigid metal layer; The second anti-collision layer is designed with a honeycomb structure.

6. The anti-collision mechanism for model aircraft according to claim 1, characterized in that, The second anti-collision component is a flexible buffer layer.

7. The anti-collision mechanism for model aircraft according to claim 1, characterized in that, The second anti-collision component is consistent with the outer surface of the machine head, and the inner surface of the second anti-collision component is in close contact with the outer surface of the machine head.

8. The anti-collision mechanism for model aircraft according to claim 1, characterized in that, The first anti-collision component is made of TPU.

9. The anti-collision mechanism for model aircraft according to claim 1, characterized in that, The second anti-collision component is made of silicone.

10. The anti-collision mechanism for model aircraft according to claim 1, characterized in that... Furthermore, the second anti-collision component is connected to the machine head buckle or via an interference fit in either manner.

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