Radar impact-resistant mounting structure for cylindrical unmanned aerial vehicle

Abstract

The utility model relates to the field of aircraft technology, and disclose a radar anti -impact mounting structure for cylindrical unmanned aircraft, including cylindrical unmanned aircraft body, the body is equipped with radar cabin, and the radar cabin is connected with the cylindrical unmanned aircraft body through the anti -impact buffer component, the anti -impact buffer component includes main frame, main frame, elastic support column, honeycomb buffer layer and magnetorheological damper, and the main frame is connected with the cylindrical unmanned aircraft body through six elastic support columns that are evenly distributed along the circumference, the radar cabin is nested with the electromagnetic shielding protection structure outside, and the electromagnetic shielding protection structure includes titanium alloy shielding cabin, and the radar cabin is encapsulated in the titanium alloy shielding cabin, and the main frame is connected with the titanium alloy shielding cabin through the aluminum matrix composite honeycomb buffer layer and magnetorhepeater damper. The three -level buffer structure of the anti -impact buffer component can effectively resolve the instantaneous impact of launch stage and the sustained overload of high -speed maneuver, and guarantees radar detection accuracy.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, specifically to a cylindrical radar anti-impact mounting structure for unmanned aerial vehicles. Background Technology

[0002] With the development trend of unmanned aerial vehicles (UAVs), cylindrical UAVs, due to their superior aerodynamic performance, have become the core carriers for missions such as high-speed penetration and precision strikes. Radar, as a key component for target detection and guidance, directly determines the mission success rate through its installation stability; however, current installation structures have many limitations.

[0003] Traditional cylindrical aircraft radars are typically rigidly fixed to the fuselage via bolts and a base. During launch, the instantaneous takeoff impact and high-speed maneuvers cause significant damage. Due to the lack of effective buffering structures, crystal oscillators are prone to frequency shifts, and antenna arrays can deform, leading to a significant decrease in radar detection accuracy. Furthermore, in existing technologies, the connection structures are often rigidly fixed, making them susceptible to plastic deformation under overload conditions. This further causes radar field-of-view shifts, adversely affecting guidance accuracy.

[0004] Regarding electromagnetic compatibility, the cylindrical fuselage contains a dense array of electronic devices, including engine controllers and inertial navigation modules, which generate a large amount of stray electromagnetic signals. The radar receiver link is susceptible to this stray electromagnetic interference, leading to a significant reduction in detection range and failing to meet the requirements for accurate detection. Therefore, we propose a shock-resistant radar mounting structure for cylindrical unmanned aerial vehicles to address the aforementioned problems. Utility Model Content

[0005] The purpose of this invention is to provide a cylindrical radar anti-impact mounting structure for unmanned aerial vehicles (UAVs) to solve the problems mentioned in the background art, such as rigid fixed radar of aircraft, crystal frequency drift, array deformation, reduced field of view accuracy due to takeoff impact and maneuver overload, dense electromagnetic interference inside the cabin, stray interference with the receiving link, and a sharp reduction in detection range.

[0006] This utility model provides the following technical solution:

[0007] A shock-resistant radar mounting structure for a cylindrical unmanned aerial vehicle (UAV) includes a cylindrical UAV body. A radar compartment is located inside the front side of the cylindrical UAV body. The radar compartment adopts a stepped structure design and fits the internal contour of the cylindrical UAV body. The radar compartment is connected to the cylindrical UAV body through a shock-resistant buffer assembly.

[0008] The impact-resistant buffer assembly includes a main frame, elastic support columns, a honeycomb buffer layer, and a magnetorheological damper; wherein, the main frame is connected to the cylindrical unmanned aerial vehicle body through six elastic support columns evenly distributed along the circumference to form a primary buffer structure;

[0009] The radar compartment is externally enclosed by an electromagnetic shielding protection structure, which includes a titanium alloy shielding compartment. The radar compartment is encapsulated within the titanium alloy shielding compartment to isolate external electromagnetic interference.

[0010] The main frame and the titanium alloy shielding chamber are connected by a honeycomb buffer layer and a magnetorheological damper to form a two-stage buffer structure. The honeycomb buffer layer and the magnetorheological damper work together to attenuate the impact load.

[0011] Preferably, the elastic support column has a cylindrical hollow structure and is formed by rolling a 0.1mm thick shape memory alloy sheet; one end of the elastic support column is fixedly connected to the main frame, and the other end is detachably connected to the inner wall of the cylindrical unmanned aerial vehicle by bolts, and can axially contract during instantaneous impact.

[0012] Preferably, the honeycomb buffer layer is made of aluminum-based composite material, the honeycomb pore size of the honeycomb buffer layer is 5mm×5mm, and the honeycomb buffer layer is bonded and fixed to the inner side wall of the main frame and the outer side wall of the titanium alloy shielding chamber respectively by structural adhesive.

[0013] The magnetorheological damper is distributed circumferentially, with one end hinged to the inner wall of the main frame and the other end hinged to the outer wall of the titanium alloy shielding cabin. The damping coefficient can be adjusted within 10ms according to the fuselage acceleration sensor signal.

[0014] Preferably, the surface of the titanium alloy shielding chamber is coated with a 0.2mm thick nickel-zinc ferrite coating.

[0015] Preferably, the elastic support column has connecting lugs pressed at both ends, and the connecting lugs are fixed to the main frame and the inner wall of the cylindrical unmanned aerial vehicle by bolts, and are evenly distributed along the circumference during installation.

[0016] Preferably, the inner wall of the radar compartment is circumferentially distributed with screw holes, and the radar is connected to the screw holes in the inner wall of the radar compartment by bolts.

[0017] This utility model has the following beneficial effects:

[0018] 1. This application utilizes a three-stage buffer structure for its shock-resistant buffer assembly to effectively mitigate instantaneous impacts during launch and sustained overloads during high-speed maneuvers. The elastic support column absorbs initial impact energy through axial contraction, the honeycomb buffer layer attenuates vibrations through cell collapse, and the magnetorheological damper dynamically adjusts damping to suppress impact peaks. The synergistic effect of these three components significantly reduces the load transmitted to internal radar components, preventing crystal oscillator frequency shifts and antenna array deformation, thereby ensuring radar detection accuracy. Simultaneously, the rigid connection between the main frame and the elastic support column, combined with the buffer structure, reduces the risk of plastic deformation associated with traditional rigid fixing methods, preventing radar field-of-view shifts and improving guidance accuracy.

[0019] 2. Enhanced electromagnetic shielding capabilities improve detection range and reliability. The titanium alloy shielding chamber nested outside the radar cabin and the nickel-zinc ferrite coating sprayed on the surface provide electromagnetic shielding effectiveness of ≥80dB for the 1-18GHz frequency band. This effectively isolates stray electromagnetic interference generated by dense electronic equipment inside the cylindrical fuselage, solves the problem of reduced detection range caused by electromagnetic compatibility issues in traditional structures, ensures stable operation of the radar receiving link, and improves detection range and environmental adaptability.

[0020] 3. The radar is connected to the inner wall of the radar compartment by bolts, which further ensures the fixation accuracy of the radar in the compartment and avoids relative displacement under overload conditions. The overall structure takes into account both functionality and engineering practicality. Attached Figure Description

[0021] Figure 1 This is an isometric drawing of the cylindrical unmanned aerial vehicle body of this utility model.

[0022] Figure 2 This is a schematic diagram of the radar compartment inside the cylindrical unmanned aerial vehicle body of this utility model.

[0023] Figure 3 This is a schematic diagram of the internal structure of the radar compartment of this utility model.

[0024] Figure 4 This is a schematic diagram of the electromagnetic shielding protection structure, radar compartment, and shock-resistant buffer assembly of this utility model.

[0025] Figure 5 This is a top view schematic diagram of the installation structure of the radar compartment and the shock-resistant buffer assembly of this utility model.

[0026] Figure 6 This is a side view of the honeycomb buffer layer of this utility model.

[0027] Figure 7 This is a schematic diagram showing the connection between the main frame of this utility model and the cylindrical unmanned aerial vehicle body.

[0028] Figure 8This is a schematic diagram of the nickel-zinc ferrite coating on the exterior of the titanium alloy shielding chamber of this utility model.

[0029] In the diagram: 1. Cylindrical unmanned aerial vehicle body; 2. Radar compartment; 3. Shock-resistant buffer assembly; 31. Main frame; 4. Elastic support column; 41. Connecting lug; 5. Electromagnetic shielding structure; 51. Titanium alloy shielding compartment; 52. Nickel-zinc ferrite coating; 6. Honeycomb buffer layer; 7. Magnetorheological damper. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0031] The magnetorheological damper in this application adopts a conventional model in the prior art, and the control method is through a controller. The control circuit of the controller can be implemented by simple programming by those skilled in the art, which is common knowledge in the field, so this application will not explain it in detail.

[0032] Please see the appendix Figure 1 - Figure 7 As shown, a shock-resistant mounting structure for radar on a cylindrical unmanned aerial vehicle (UAV) includes a cylindrical UAV body 1. A radar compartment 2 is located inside the front side of the cylindrical UAV body 1. The radar compartment 2 adopts a stepped structure design and fits the internal contour of the cylindrical UAV body 1. The front side of the cylindrical UAV body 1 has an arc-shaped structure to reduce air resistance during flight. The inner wall of the radar compartment 2 is evenly distributed with screw holes. The radar is connected to the screw holes in the inner wall of the radar compartment 2 by bolts, so as to achieve a stable installation of the radar in the radar compartment 2 and ensure that the radar will not be displaced due to vibration or other factors during flight.

[0033] The radar compartment 2 is connected to the cylindrical unmanned aerial vehicle (UAV) body 1 via an anti-shock buffer assembly 3. The anti-shock buffer assembly 3 includes a main frame 31, elastic support columns 4, a honeycomb buffer layer 6, and a magnetorheological damper 7. The main frame 31 is connected to the cylindrical UAV body 1 via six evenly distributed elastic support columns 4 along the circumference, forming a primary buffer structure. The main frame 31 serves as a connector and load-bearing element. The elastic support columns 4 are cylindrical and hollow, and employ [specific structural design / material]. The structure is formed by rolling a 0.1mm thick shape memory alloy sheet. Elastic support columns 4 have connecting lugs 41 pressed at both ends. One end of the elastic support column 4 is fixedly connected to the main frame 31 via the connecting lugs 41, while the other end is detachably connected to the inner wall of the cylindrical UAV body 1 via bolts and connecting lugs 41. It can axially contract upon instantaneous impact and is evenly distributed circumferentially during installation. Six elastic support columns 4 are evenly distributed circumferentially during installation, and can axially contract upon instantaneous impact to absorb some of the impact energy. The main frame 31 and the titanium alloy shielding chamber 51 are connected by an aluminum-based composite honeycomb buffer layer 6 and a magnetorheological damper 7. The honeycomb buffer layer 6 has a pore size of 5mm × 5mm and is bonded to the inner wall of the main frame 31 and the outer wall of the titanium alloy shielding chamber 51 respectively using structural adhesive. When impacted, the cells of the honeycomb structure collapse, further absorbing and attenuating the impact energy. The magnetorheological damper 7 is distributed circumferentially, with one end hinged to the inner wall of the main frame 31 and the other end hinged to the outer wall of the titanium alloy shielding chamber 51. It can adjust the damping coefficient within 10ms based on the fuselage acceleration sensor signal, dynamically responding to impacts of varying intensities and effectively suppressing impact peaks. Hall sensors, specifically the Allegro A1325LUA-T linear Hall sensor, are integrated within the hinged structures at both ends of the damper, weighing only 0.2g and adding no extra load. When the damper expands or contracts under impact, the distance between the permanent magnet and the sensor changes, causing a linear change in the detected magnetic field strength, which in turn causes a proportional Hall voltage output. The sensor transmits the voltage signal to the fuselage main controller via shielded wires, enabling real-time monitoring of the damper's expansion and contraction.The magnetorheological damper 7 is connected to the main controller of the fuselage via a shielded cable to receive real-time signals from the fuselage acceleration sensor. It is also connected to the UAV's power supply system via a power line to obtain 12V-24V DC power. The Hall sensors integrated into its hinged structure at both ends also transmit the expansion and contraction signals back to the controller via wires, forming a closed-loop control. During operation, the controller calculates the required damping coefficient based on the acceleration signal and outputs an adjustment current to the damper's electromagnetic coil to change the magnetic field strength, causing the internal magnetorheological fluid to transition between liquid and semi-solid states, thereby dynamically adjusting the damping coefficient. Furthermore, the controller's preset current and damping mapping algorithm, combined with displacement feedback, correct the adjustment amount to avoid secondary impacts and ultimately achieve precise buffering of impact loads.

[0034] When the aircraft launches, the instantaneous takeoff impact is transmitted through the cylindrical UAV body 1 to the elastic support column 4. The elastic support column 4 acts as a primary buffer. Its hollow structure, formed by the curling of a 0.1mm thick shape memory alloy sheet, rapidly contracts axially, absorbing the initial impact energy through elastic deformation of the material and reducing the impact transmission inward. The residual impact energy is transmitted through the main frame 31 to the aluminum-based composite honeycomb buffer layer 6. The 5mm×5mm cells of the honeycomb structure collapse in an orderly manner under load, further attenuating the energy through plastic deformation and reducing the impact intensity. At the same time, the magnetorheological damper 7 receives the real-time signal from the fuselage acceleration sensor and rapidly adjusts the damping coefficient within 10ms to dynamically suppress the impact peak and prevent the components inside the radar compartment 2 from bearing excessive load.

[0035] When the aircraft performs high-speed maneuvers such as turning and diving, the continuous overload is transmitted to the structure through the airframe. The elastic support column 4 offsets part of the continuous stress through slow axial expansion and contraction, avoiding structural fatigue caused by rigid connection. The honeycomb buffer layer 6 continuously absorbs vibration energy through the elastic deformation between cells, effectively suppressing high-frequency vibration in the 200-500Hz frequency band and preventing the radar antenna array from deforming due to resonance. The magnetorheological damper 7 monitors the overload changes in real time and controls the vibration amplitude transmitted to the titanium alloy shielding cabin 51 to within 0.5mm through dynamic adjustment of the damping force, ensuring the stability of the radar line of sight and avoiding beam drift.

[0036] Please see the appendix Figure 3 - Figure 5 and Figure 8 As shown, the radar compartment 2 is externally nested with an electromagnetic shielding protection structure 5, which includes a titanium alloy shielding compartment 51. The radar compartment 2 is encapsulated within the titanium alloy shielding compartment 51, providing physical protection and preliminary electromagnetic shielding for the radar. The surface of the titanium alloy shielding compartment 51 is coated with a 0.2mm thick nickel-zinc ferrite coating 52, which has a shielding effectiveness of ≥80dB for the 1-18GHz frequency band. It can effectively isolate stray electromagnetic signals generated by electronic equipment inside the cylindrical fuselage and prevent the radar receiving link from being easily interfered with.

[0037] The radar is installed inside the radar compartment 2, which is encapsulated in the titanium alloy shielding compartment 51, forming a nested structure. The main frame 31 is connected to the cylindrical unmanned aerial vehicle body 1 by six elastic support columns 4 evenly distributed along the circumference. At the same time, the main frame 31 and the titanium alloy shielding compartment 51 are connected by an aluminum-based composite honeycomb buffer layer 6 and a magnetorheological damper 7, so that the entire structure forms an organic whole, which can effectively resist impact and achieve good electromagnetic shielding.

[0038] Throughout the flight, the titanium alloy shielding cabin 51 and its 0.2mm thick nickel-zinc ferrite coating 52 form a double electromagnetic barrier, with a shielding effectiveness of ≥80dB in the 1-18GHz frequency band. This isolates stray electromagnetic interference from equipment such as the engine controller and inertial navigation module inside the fuselage, ensuring the stability of the radar receiving link and preventing a reduction in detection range. The radar is rigidly connected to the inner wall of the radar cabin 2 via bolts, and the nesting and fixing of the radar cabin 2 and the titanium alloy shielding cabin 51 ensures that the radar has no relative displacement within the cabin, further guaranteeing detection accuracy. The stepped design of the radar cabin 2 is adapted to the contour of the fuselage nose, reducing additional vibrations caused by high-speed airflow impact. Combined with six evenly distributed elastic support columns 4, the structure is subjected to balanced forces, avoiding plastic deformation caused by local overload.

[0039] During operation, during the launch phase of the cylindrical UAV, the instantaneous takeoff impact is transmitted through the cylindrical UAV body 1 to the elastic support column 4. The hollow structure of its shape memory alloy sheet rolls axially to absorb the initial impact energy, and the residual energy is transmitted through the main frame 31 to the aluminum-based composite honeycomb buffer layer 6. It is further attenuated by the orderly collapse of 5mm×5mm cells. At the same time, the magnetorheological damper 7 adjusts the damping coefficient within 10ms based on the fuselage acceleration sensor signal to suppress the impact peak. When the aircraft is maneuvering at high speed, the continuous overload causes the elastic support column 4 to slowly expand and contract to offset the stress. The honeycomb buffer layer 6 absorbs the high-frequency vibration of 200-500Hz through the elastic deformation of the cells. The magnetorheological damper 7 dynamically adjusts the damping force to control the vibration amplitude of the titanium alloy shielding cabin 51 within 0.5mm. Throughout the process, the titanium alloy shielding cabin 51 and the 0.2mm thick nickel-zinc ferrite coating 52 form an electromagnetic barrier to isolate stray interference from the internal electronic equipment. The radar is fixed in the radar cabin 2 by bolts. The stepped design and the evenly distributed elastic support columns 4 ensure structural stability.

[0040] This application utilizes a three-stage buffer system consisting of elastic support columns 4, a honeycomb buffer layer 6, and a magnetorheological damper 7 to effectively resist instantaneous impacts during launch and sustained overloads during high-speed maneuvers, preventing damage to internal radar components due to overload and ensuring detection accuracy. The dual electromagnetic barrier, composed of a titanium alloy shielding chamber 51 and a nickel-zinc ferrite coating 52, provides a shielding effectiveness of ≥80dB for the 1-18GHz frequency band, isolating internal electromagnetic interference and increasing radar detection range. The stepped design of the radar chamber adapts to the fuselage profile, reducing aerodynamic drag. The evenly distributed elastic support columns 4 ensure balanced force distribution, and bolt fixing ensures no relative displacement of the radar. The overall structure balances impact resistance, electromagnetic shielding, and stability, significantly improving the radar's operational reliability and guidance accuracy in complex flight environments.

[0041] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0042] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. A shock-resistant radar mounting structure for a cylindrical unmanned aerial vehicle, comprising a cylindrical unmanned aerial vehicle body (1), characterized in that: The cylindrical unmanned aerial vehicle body (1) has a radar compartment (2) inside the front side. The radar compartment (2) adopts a stepped structure design and fits the internal contour of the cylindrical unmanned aerial vehicle body (1). The radar compartment (2) is connected to the cylindrical unmanned aerial vehicle body (1) through an anti-impact buffer assembly (3). The shock-resistant buffer assembly (3) includes a main frame (31), elastic support columns (4), a honeycomb buffer layer (6) and a magnetorheological damper (7); wherein, the main frame (31) is connected to the cylindrical unmanned aerial vehicle body (1) through six elastic support columns (4) evenly distributed along the circumference to form a primary buffer structure; The radar compartment (2) is surrounded by an electromagnetic shielding structure (5), which includes a titanium alloy shielding compartment (51). The radar compartment (2) is encapsulated in the titanium alloy shielding compartment (51) to isolate external electromagnetic interference. The main frame (31) and the titanium alloy shielding chamber (51) are connected by a honeycomb buffer layer (6) and a magnetorheological damper (7) to form a two-stage buffer structure. The honeycomb buffer layer (6) and the magnetorheological damper (7) work together to attenuate the impact load.

2. The shock-resistant mounting structure for a cylindrical unmanned aerial vehicle radar according to claim 1, characterized in that: The elastic support column (4) has a cylindrical hollow structure and is formed by rolling a 0.1mm thick shape memory alloy sheet. One end of the elastic support column (4) is fixedly connected to the main frame (31), and the other end is detachably connected to the inner wall of the cylindrical unmanned aerial vehicle body (1) by bolts. It can axially contract during instantaneous impact.

3. The shock-resistant mounting structure for a cylindrical unmanned aerial vehicle radar according to claim 1, characterized in that: The honeycomb buffer layer (6) is made of aluminum-based composite material. The honeycomb pore size of the honeycomb buffer layer (6) is 5mm×5mm. The honeycomb buffer layer (6) is bonded and fixed to the inner wall of the main frame (31) and the outer wall of the titanium alloy shielding chamber (51) respectively by structural adhesive. The magnetorheological damper (7) is distributed along the circumference, with one end hinged to the inner wall of the main frame (31) and the other end hinged to the outer wall of the titanium alloy shielding chamber (51). The damping coefficient can be adjusted within 10ms according to the fuselage acceleration sensor signal.

4. The shock-resistant mounting structure for a cylindrical unmanned aerial vehicle radar according to claim 1, characterized in that: The surface of the titanium alloy shielding chamber (51) is coated with a 0.2 mm thick nickel-zinc ferrite coating (52).

5. The shock-resistant mounting structure for a cylindrical unmanned aerial vehicle radar according to claim 1, characterized in that: The elastic support column (4) has connecting lugs (41) pressed at both ends. The connecting lugs (41) are fixed to the main frame (31) and the inner wall of the cylindrical unmanned aerial vehicle body (1) by bolts, and are evenly distributed along the circumference during installation.

6. The shock-resistant mounting structure for a cylindrical unmanned aerial vehicle radar according to claim 1, characterized in that: The inner wall of the radar compartment (2) is circumferentially distributed with screw holes, and the radar is connected to the screw holes in the inner wall of the radar compartment (2) by bolts.

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