PROPELLER SAFETY DEVICE

Abstract

Propeller safety device, which features: a shaft (100) which generates rotational power, a fixed part (200) with a sliding space (210) therein, wherein the fixed part (200) has a first end (200a) of it coupled to the shaft (100) and a second end (200b) of it arranged so that it is open to communicate with the sliding space (210), a movable part (300) which is provided at the second end (200b) of the fixed part (200) and which is arranged so that it can be extended out of and inserted into the sliding space (210), and that it forms a sheet together with the fixed part (200) when the movable part (300) has been extended out of the sliding space (210), a drive module (400) which is provided at the sliding space (210) of the fixed part (200) and which is connected to the movable part (300) and which is configured to allow the movable part (300) to be retracted into the sliding space (210) when a signal indicative of an aircraft crash is received, and a control device (500) which is configured to receive a flight condition of the aircraft and to determine whether the aircraft is crashing, and which is configured to transmit the signal indicative of the aircraft crashing to the propulsion module (400) in response to the determination that the aircraft is crashing.

Description

Background of the invention; Field of the invention

[0001] The present disclosure / invention relates to a propeller safety device and in particular a propeller safety device which prevents secondary accidents which may be caused when fragments of a broken propeller (e.g. a defective propeller) are scattered (e.g. distributed, e.g. flying around) during a crash (e.g. an impact, e.g. a collision, e.g. an accident) of an aircraft. Description of related technology

[0002] Recently, an aircraft was developed that can be used in various sectors, such as cargo container transport and medical transport. Its energy efficiency and stabilization have been optimized to reach the stage of practical application. The aircraft flies using propeller maneuvers, making stability against a crash essential. Accordingly, the aircraft selectively controls propeller maneuvers in response to a crash, but it lacks a safety mechanism for a complete crash scenario.As an example, during a crash or collision of the aircraft, each rotating propeller hits the ground, and the rapidly rotating propeller could break and create fragments upon impact with the ground, and the fragments would be scattered around an impact point, thus causing a secondary accident.

[0003] The foregoing statements are intended only to help in understanding the background of the present disclosure / invention and are not intended to imply that the present disclosure / invention falls within the scope of the related technology which is already known to a person skilled in the art. US 2018 / 0 362 155 A1 reveals a convertible propeller. US 3 128 829 A discloses a variable diameter propeller. US 3 501 248 A reveals variable diameter propellers. US 2 523 216 A reveals a wing for aircraft and parachutes. US 2009 / 0 274 ​​557 A1 reveals a propeller with flexible variable blades. US 2 979 288 A discloses an aircraft propeller assembly and means for lengthening the same. US 2 749 059 A reveals an aircraft with a retractable rotary wing with variable radius. US 2016 / 0 167 778 A1 reveals an unmanned aerial vehicle. Explanation of the invention

[0004] Accordingly, the present disclosure / invention was made taking into account the above problem arising in the related technology, and the present invention is based on the objective of providing a propeller safety device which is capable of maintaining (e.g. leaving undamaged) a propeller during an aircraft crash in order to prevent secondary accidents which may be caused when the propeller hits the ground and fragments of the propeller are scattered (e.g., scattered, flying around).

[0005] To solve this problem, the present invention provides a propeller safety device according to claim 1. Further embodiments are defined in the dependent claims.

[0006] In other words, a propeller safety device according to the present invention comprises: a shaft which generates rotational power (e.g., torque), a fixed part (e.g., a stationary part) with a sliding chamber (e.g., a sliding chamber) therein, wherein the fixed part has a first end coupled to the shaft and a second end configured to be open in order to communicate (e.g., be in contact) with the sliding chamber, a movable part which is provided at (e.g., at) the second end of the fixed part and which is configured to be (e.g., selectively) withdrawn (e.g., extendable) from and inserted (e.g., retractable) into the sliding chamber, and which, together with the fixed part, forms a blade (e.g., a propeller blade) when the movable part is withdrawn (e.g., is inserted) from the sliding chamber, a drive module which is attached to (e.g.,a sliding space of the fixed part is provided and which is connected to the movable part and which is configured to allow the movable part to be / be inserted into the sliding space when a signal indicative of a crash (e.g., an impact, a collision, an accident) of an aircraft is input, and a control device which is configured to receive a flight condition of the aircraft and to determine whether the aircraft is crashing (e.g., impacting), and which is configured to transmit the signal indicative of the aircraft crash to the propulsion module in response to the determination that the aircraft is crashing.

[0007] The fixed part can have a fixed section (e.g., a stationary section) located within the sliding space of the fixed part, to which the drive module can be mounted. The movable part can have a hollow section and an open first end to allow the fixed section of the fixed part to be inserted into the hollow section of the movable part when the movable part is inserted into the sliding space. The fixed part can have at least one retaining section (e.g., a support section) projecting inwards from a circumferential surface of the sliding space and connected to the fixed section. The movable part can have a guide slot on an outer circumferential surface of the fixed part (e.g., its outer circumferential surface) into which the retaining section can be inserted. The retaining section of the fixed part can extend straight (e.g., in a straight line) along a longitudinal direction of the sliding space.

[0008] The drive module may include: a piston section which passes through the fixed section (e.g., goes through it, e.g., penetrates it), such that a first end of it may be movably arranged in the sliding space and a second end of it may be connected to the movable part, and a start section which is provided at (e.g., near) the fixed section and which is configured to generate an explosive force when the signal indicative of the aircraft crash is input, and thereby allow the first end of the piston section to move towards the first part (e.g., the first end) of the fixed part in order to insert the movable part into the sliding space of the fixed part.

[0009] The fixed section can be configured to close the open section at (e.g., at) the second end of the fixed part, thus sealing the sliding chamber. The piston section has its second end connected to a second end of the movable part, and its first end can be located within the sliding chamber. The piston section can be positioned on (e.g., on) one side of the sliding chamber when the movable part is withdrawn from the sliding chamber. The starting section can be mounted on (e.g., at) the fixed section within the sliding chamber and configured to generate a gas when the signal indicating the aircraft's crash is applied, thereby allowing the first end of the piston section to move.

[0010] The drive module can comprise: a movable section that passes through (e.g., through, or penetrates) the fixed section, such that a first end of it can be movably arranged in the sliding space and a second end of it can be connected to the movable part; an elastic section provided between the first end of the movable section and the fixed section, which is designed to be elastically deformable; and a stopper (e.g., a stop element) arranged in the sliding space of the fixed part and designed to fix a position of the movable section by being / becoming in contact with the first end of the movable section when the movable part is / is pulled out of the sliding space and the elastic section is / is compressed (e.g., squeezed); and to prevent movement from the first end of the movable part (e.g.,of the movable section) to be / become separated when the signal indicative of the aircraft crash is entered.

[0011] The movable section can have its second end connected to a second end of the movable part, and its first end can be located within the sliding space and can be positioned on one side of the sliding space when the movable part is pulled out of the sliding space. The elastic section can be a tension spring that has a first end connected to the second end of the movable section and a second end connected to the fixed section. The second end of the fixed part and a first end of the movable part can be configured to be connected in a fixed but detachable manner to maintain the extended position of the movable part.

[0012] The control device can be configured to receive altitude information from the aircraft and to transmit the signal indicative of an aircraft crash to the propulsion module when the aircraft's altitude is less than or equal to a preset altitude.

[0013] The control device may be configured to receive information about the aircraft's descent speed and attitude (e.g., flight attitude), and to pre-store (e.g., store in advance) a preset speed corresponding to the descent speed and a preset angle corresponding to the aircraft's attitude, and, if the descent speed is greater than or equal to the preset speed and the aircraft's attitude is greater than or equal to the preset angle, the control device may be configured to transmit the signal indicative of the aircraft's crash to the propulsion module.

[0014] In the propeller safety device with the structure described above, the movable part forming the propeller (e.g., a portion of a propeller) can be inserted (e.g., retracted) into the fixed part during an aircraft crash to reduce the overall length of the propeller and prevent it from striking the ground. This prevents secondary accidents that could be caused by fragments formed when the rotating propeller impacts the ground. Brief description of the drawings

[0015] The above and further objectives, features / characteristics and other advantages of the present disclosure / invention will be more clearly understood from the following detailed description when taken together with the accompanying drawings, in which: Fig. 1 is a view showing a propeller safety device according to the present disclosure / invention, Fig. 2. A view is one that shows a movable part of the Fig. Figure 1 shows the propeller safety device, wherein the movable part is in a pulled-out position, Fig. 3. A view is one that shows the movable part of the in Fig. Figure 1 shows a propeller safety device, wherein the movable part is in an inserted state, Fig. 4 is a cross-sectional view, which is along the in Fig. The line AA' shown in 1 is taken, Fig. 5 is a view which shows a pre-operational state of a drive module according to an embodiment, Fig. 6 is a view which shows a post-operational state of the drive module according to the embodiment, Fig. 7 is a view which shows a pre-operational state of a drive module according to another embodiment, Fig. 8 is a view which shows a post-operational state of the drive module according to the other embodiment, and Fig. Figure 9 is a flowchart showing the control of the propeller safety device. Detailed description

[0016] A propeller safety device according to an exemplary embodiment of the present disclosure / invention is described below with reference to the accompanying drawings.

[0017] Fig. Figure 1 is a view showing the propeller safety device according to the present disclosure / invention. Fig. 2 is a view which shows a movable part of the Fig. Figure 1 shows the propeller safety device, wherein the movable part is in a pulled-out state (e.g. extended state). Fig. 3 is a view which shows the movable part of the Fig. Figure 1 shows the propeller safety device, wherein the movable part is in an inserted state. Fig. 4 is a cross-sectional view, which is shown along the in Fig. 1 shown line AA' is taken. Fig. Figure 5 is a view showing a pre-operational state of a drive module according to one embodiment. Fig. Figure 6 is a view showing a post-operation state of the drive module according to the embodiment. Fig. Figure 7 is a view showing a pre-operational state of a drive module according to another embodiment. Fig. Figure 8 shows a post-operational state of the drive module according to the other embodiment. Fig. Figure 9 is a flowchart showing the control of the propeller safety device.

[0018] As in Fig. 1 to Fig. As shown in Figure 3, the propeller safety device according to the present disclosure / invention can comprise: a shaft 100 which generates rotational power (e.g., torque), a fixed part (e.g., a stationary part) 200 with a sliding chamber (e.g., a sliding chamber) 210 therein (e.g., within itself), which (fixed part) has a first end 200a coupled to the shaft 100 and which (fixed part) has a second end 200b such that it is open to communicate (e.g., be in contact) with the sliding chamber 210, a movable part 300 which is provided at (e.g., at) the second end 200b of the fixed part 200 and which is configured so that it can be (e.g., selectively) withdrawn from and inserted (e.g., inserted) into the sliding chamber 210, and which together with the fixed part 200 forms a blade (e.g.,a propeller blade) forms when the movable part 300 is / is pulled out of the sliding space 210, and a drive module 400, which is provided at (e.g. at) the sliding space 210 of the fixed part 200 and which is connected to the movable part 300 and which allows the movable part 300 to be / be inserted (e.g. retracted) into the sliding space 210 when a signal indicative of a crash (e.g. an impact, e.g. a collision, e.g. an accident) of an aircraft is input.

[0019] The shaft 100 can be mounted (e.g., connected to) a drive motor (e.g., an electric drive motor) (M) and can rotate, and a hub (H) to which the fixed part 200 is coupled can be provided. The fixed part 200 and the movable part 300 form a blade (e.g., a propeller blade), and a plurality of blades are provided to generate thrust during the rotation of the shaft 100. The fixed part 200 can be coupled to the shaft 100 and can be configured to rotate with the shaft 100, and has the sliding space 210 within it (e.g., within itself) to allow the movable part 300 to be movable. Accordingly, the second end 200b of the fixed part 200 can be open towards the sliding space 210, so that the movable part 300 can be moved through the second end 200b of the fixed part 200 into the sliding space 210. If the fixed part 200 and the movable part 300 have an outer shape as a sheet (e.g.,(to form a sheet, e.g., a leaf), (then) thrust is generated due to the rotation when the movable part 300 is pulled out (e.g., extended) of the sliding space 210 of the fixed part 200. Furthermore, when the movable part 300 is inserted into the sliding space 210, (then) the overall length of the sheet is reduced.

[0020] Furthermore, the drive module 400 is provided in the fixed part 200, so that the insertion movement of the movable part 300 is carried out selectively. The drive module 400 can be configured to receive the signal indicative of an aircraft crash, based on information about the aircraft's flight conditions. When the crash signal is received, the drive module 400 allows the movable part 300 to be inserted into the sliding space 210 to reduce the overall length of the blade. Because the overall length of the blade is reduced, it is possible to prevent the blade from breaking off (e.g., the scattering of fragments) when the rotating blade hits the ground, or from causing an accident due to the blade's rotation.

[0021] When the present disclosure / invention is described in detail, the fixed part 200 can have a fixed section (e.g., a stationary section) 220, which is arranged in the sliding space 210 and on which the drive module 400 is provided, and the movable part 300 has a hollow section and an open first end 300a for inserting the fixed section 220 into the hollow section when the movable part 300 is inserted into the sliding space 210. In other words, because the fixed part 200 has the fixed section 220 inside it, the drive module 400 can be installed with the fixed section 220 as a medium. Because the movable part 300 has the hollow section, the weight of the movable part is reduced.Furthermore, because the movable part 300 has the open first end 300a, when the movable part is / is inserted into the sliding space 210, the insertion movement of the movable part 300 can be carried out while the fixed section 220 is / is inserted into the hollow section.

[0022] As in Fig. As shown in Figure 4, the fixed part 200 can have at least one retaining section (e.g., a support section) 230, which projects inwards from a circumferential surface of the sliding space 210 and which is connected to the fixed section 220, and the movable part 300 can have a guide slot 310 on an outer circumferential surface thereof (e.g., on itself), into which the retaining section 230 is inserted (e.g., placed). Furthermore, Fig. 4 is shown based on a circular shape, but it can actually (also) be / have an elliptical shape.

[0023] As described above, the retaining section 230 projects from the circumferential surface of the sliding space 210 in / at the fixed part 200, and the fixed section 220 can be coupled to the retaining section 230, so that the fixed section 220 can be arranged in the hollow section of the movable part 300 in the sliding space 210. The retaining section 230 can have at least one pair of retaining sections to ensure the holding hardness (e.g., support hardness, holding strength, support strength) of the fixed section 220, and can have a plurality of retaining sections according to the required hardness (e.g., required strength).

[0024] Furthermore, the guide slot 310, into which the retaining section 230 is / will be inserted, can be provided on the outer circumferential surface of the movable part 300. Therefore, during the insertion (e.g., the insertion) of the movable part 300, the retaining section 230 can be inserted (e.g., inserted) into the guide slot 310, thus efficiently carrying out the insertion movement (e.g., insertion movement) of the movable part 300. The guide slot 310 can extend from a second end 300b to the first end 300a over a movement distance when the movable part 300 is inserted (or is inserted).

[0025] The retaining section 230 can extend in a straight line along a longitudinal direction of the sliding space 210. Accordingly, the guide slot 310 of the movable part 300, which receives the retaining section 230, can be coupled to the retaining section 230 to mount the movable part 300 stably (e.g., firmly) to the fixed part 200. Furthermore, the movement of the movable part 300 can be guided along the direction of extension of the retaining section 230 to ensure a more stable insertion movement. The guide slot 310 can be formed at the upper and lower ends of the movable part 300, thereby preventing rotation of the movable part 300. Accordingly, the air resistance due to the guide slot 310 can be minimized when the movable part 300 rotates.The retaining section 230 can be provided at the upper and lower ends of the fixed part 200 to be connected to the guide slot 310.

[0026] Furthermore, the second end 200b of the fixed part 200 and the first end 300a of the movable part 300 can be connected to each other in a fastening manner to maintain the pulled-out state of the movable part 300. In other words, to maintain the pulled-out state of the movable part 300 from the fixed part 200 (e.g., the state that the movable part 300 is pulled out of the fixed part 200), the second end 200b of the fixed part 200 and the first end 300a of the movable part 300 have a fastening structure for attachment between the second end 200b of the fixed part 200 and the first end 300a of the movable part 300. The fastening structure can be formed by a tongue-and-groove connection structure or an interlocking structure. For example, the second end 200b of the fixed part 200 has a lead at (e.g.on) an inner circumferential surface of the sliding space 210, and the second end 300b of the movable part 300 has a groove corresponding to the projection.

[0027] Since the projection is inserted into the groove and then locked in place when the movable part 300 is pulled out of the sliding space 210 of the fixed part 200, the movable part 300 can maintain its withdrawn state from the fixed part 200 (e.g., the state of being pulled out of the fixed part 200). In this state, when the insertion movement of the movable part 300 is performed, the movable part 300 can be moved into the sliding space 210 while the projection of the fixed part 200 is clamped (e.g., brought into contact). In the extended state of the movable part 300, the first end 300a of the movable part 300 and the second end 200b of the fixed part 200 can use different methods (e.g. types) as a fastening structure, which are different from the tongue-and-groove method (e.g. from the tongue-and-groove type).

[0028] The drive module 400 is described below according to various embodiments.

[0029] As one embodiment, as in Fig. 5 and Fig. As shown in Figure 6, the drive module 400 can have a piston section 410 which passes through (e.g., goes through, e.g., penetrates) the fixed section 220 to movably arrange a first end 410a (e.g., a first end 410a of the piston section 410) in the sliding space 210 and to connect a second end 410b (e.g., a second end 410b of the piston section 410) to the movable part 300. A start section (e.g., a trigger section) 420 can be provided and configured at (e.g., near) the fixed section 220 to generate an explosive force when the signal indicative of an aircraft crash is received, and to allow the first end 410a of the piston section 410 to move towards the first end 200a of the fixed part 200 to connect the movable part 300 to be inserted into the sliding space 210 of the fixed part 200.

[0030] In other words, the drive module 400 can have the piston section 410 and the starting section 420, and when the piston section 410 is moved due to the explosive force of the starting section 420, the insertion movement of the movable part 300, which is connected to the piston section 410, can be carried out. In particular, the piston section 410 can extend along the longitudinal direction of the sliding chamber 210 and can be moved in the longitudinal direction of the sliding chamber 210 by passing through (e.g., going through, penetrating) the fixed section 220.

[0031] The piston section 410 can have its first end 410a (e.g., its first end 410a) arranged in the sliding chamber 210 and actuated in conjunction with the starting section 420, and the second end 410b can be connected to the movable part 300. Accordingly, when the starting section 420 generates the explosive force by means of the input signal (e.g., the input signal), which is characteristic of an aircraft crash, the first end 410a of the piston section 410 receives the explosive force and is moved towards the first end 200a of the fixed part 200. The movable part 300 is connected to the second end 410b of the piston section 410 and is thus moved together with the piston section 410 (towards) to the second end 200b of the fixed part 200 (towards), and therefore the insertion movement of the movable part 300 can be carried out while the movable part 300 is inserted into the sliding space 210.

[0032] For this purpose, the fixed section 220 can be configured to close the open section at (e.g., at) the second end 200b of the fixed part 200, thus sealing the sliding chamber 210. The starting section 420 can be provided and configured at (e.g., at) the fixed section 220 in the sliding chamber 210 to generate a gas when the signal indicative of an aircraft crash is received, and to allow the first end 410a of the piston section 410 to move. The starting section 420 can be configured to generate the explosive force when a gas is produced by immediately burning a gas-generating agent by means of an ignition device.

[0033] The fixed section 220 can be arranged and configured at (e.g., at) the second end 200b of the fixed part 200 to close the open section of the second end 200b, thus preventing the gas generated by the starting section 420 from circulating towards the movable part 300. In other words, the sliding chamber 210 of the fixed part 200 can be sealed by means of the fixed section 220, and therefore the gas generated by the operation of the starting section 420 can be prevented from moving towards the movable part 300 by means of the fixed section 220. The explosive force acts towards the second end 200b of the fixed part 200 to transfer the explosive force to the piston section 410, and the piston section 410 can be moved together with the movable part 300 towards the second end 200b of the fixed part 200.

[0034] The piston section 410 has its second end 410b connected to the second end 300b of the movable part 300 and its first end 410a arranged in the sliding space 210, in particular on (e.g.) one side in the sliding space 210, when the movable part 300 is / is pulled out of the sliding space 210, so that a movement length (e.g. a movable length) of the movable part 300 can be secured (e.g. ensured) by means of the length of the piston section 410 or the sliding space 210. Furthermore, the piston section 410 is formed such that the first end 410a corresponds to a shape of the sliding chamber 210 in order to transmit the explosive force generated by the starting section 420, and the piston section 410 is formed such that the second end 410b corresponds to the interior (e.g., the inside) of the hollow section of the movable part 300 in order to ensure the coupling force between the piston section and the movable part 300 (e.g.,to ensure).

[0035] As described above, in the drive module 400 according to the embodiment, because the movable part 300 together with the piston section 410 is moved by means of the explosive force generated by the starting section 420, the insertion speed of the movable part 300 increases in order to allow a quick reaction to a crash of the aircraft.

[0036] Furthermore, as another embodiment, as in Fig. 7 and Fig. As shown in Figure 8, the drive module 400 can have: a movable section 430 which passes through (e.g., through, or penetrates) the fixed section 220, such that a first end 430a is movably arranged in the sliding space 210 and a second end 430b is connected to the movable part 300; an elastic section 440 which is provided between the first end 430a of the movable section 430 and the fixed section 220 and which is configured to be elastically deformable; and a stopper (e.g., a stop element) 450 which is arranged in the sliding space 210 of the fixed part 200 and configured to be in contact with the first end 430a of the movable section 430 when the movable part 300 is withdrawn from the sliding space 210 and the elastic section 440 compressed (e.g.compressed) is / becomes, thereby fixing a position of the movable section 430, and being / becoming separated from the first end 430a of the movable section 430 when the signal indicative of an aircraft crash is entered.

[0037] In other words, the drive module 400 comprises the movable part 430, the elastic section 440, and the stopper 450. The drive module 400 is configured such that the stopper 450 restricts the movement of the movable section 430 when the elastic section 440 is compressed, and such that the movable section 430 is moved by the elastic force of the elastic section 440 during the separation of the stopper 450 from the movable section 430, in order to permit the insertion movement of the movable part 300, which is connected to the movable section 430. In particular, the movable section 430 can extend along the longitudinal direction of the sliding space 210 and can pass through (e.g., penetrate) the fixed section 220 to be moved in the longitudinal direction of the sliding space 210.

[0038] The movable section 430 can be actuated in conjunction with the elastic section 440 if / because its first end 430a is arranged in the sliding space 210 and its second end 430b is connected to the movable part 300. Furthermore, the elastic section 440 can be arranged between the first end 430a of the movable section 430 and the fixed section 220 and can be configured to generate the elastic force.

[0039] Accordingly, in a state in which the movable part 300 is / is pulled out of the fixed part 200, the elastic section 440 between the first end 430a of the movable section 430 and the fixed section 220 can be / become compressed (e.g. squeezed), and the stopper 450 holds (e.g. supports) the first end 430a of the movable section 430 to maintain the compressed state of the elastic section 440. Herein, when the signal indicative of an aircraft crash is entered into the stopper 450, (then) the stopper 450 can be separated from the first end 430a of the movable section 430 and the movable section 430 can be moved towards the first end 200a of the fixed part 200, due to the elastic force of the elastic section 440.The second end 430b of the movable section 430 is connected to the movable part 300, and the movable part 300 is moved together with the piston section 410 towards the second end 200b of the fixed part 200, and therefore the movement of the movable part 300 inserted into the sliding space 210 can be carried out.

[0040] For this purpose, the movable section 430 has its second end 430b connected to the second end 300b of the movable part 300 and its first end 430a arranged in the sliding space 210, in particular on (e.g.) one side in the sliding space 210, during the extended state of the movable part 300, and therefore the length of movement (e.g. the movable length) of the movable part 300 can be ensured (e.g. guaranteed) by means of the length of the movable section 430 or the sliding space 210. Furthermore, the movable section 430 can be connected at its first end 430a, which corresponds to the shape of the sliding space 210 to allow the elastic section 440 to be held (e.g., supported) in a stable position, and at its second end 430b, which corresponds to the interior (e.g., the inside) of the hollow section of the movable part 300 to ensure the coupling force between the piston section 410 and the movable part 300 (e.g.,to ensure), be (well)trained.

[0041] The elastic section 440 can be a tension spring, which has a first end 440a connected to the second end 430b of the movable section 430 and a second end 440b connected to the fixed section 220. As described above, the elastic section 440 can include the tension spring and can be configured to generate the elastic force to perform the insertion movement of the movable part 300 due to the movable section 430, which is moved by the elastic force of the elastic section 440. The stopper 450 can include a solenoid (e.g., a magnet, e.g., an (electro) coil) and can be / become disconnected from the movable section 430 during the insertion movement when the signal is applied.

[0042] As described above, during a crash (e.g., an impact, a collision, an accident) or a collision of the aircraft, the drive module 400 can be actuated according to the other embodiment, so that the stopper 450 is / becomes separated from the movable section 430 and (so that) the compressed elastic section 440 generates the elastic force to move the movable section 430 with the movable part 300.

[0043] Meanwhile, the present disclosure / invention may include a control device 500 configured to receive flight conditions of the aircraft and to determine whether the aircraft is crashing (e.g., impacting, colliding), and which may be configured to transmit the signal indicative of an aircraft crash to the propulsion module 400 in response to the determination that the aircraft is crashing. The control device 500 may be configured to acquire information about the aircraft's flight conditions using a sensor mounted on the aircraft or a communication device (e.g., mounted on the aircraft), and to collect the information to determine whether the aircraft is crashing.

[0044] As in Fig.As shown in Figure 9, the control device 500 can be configured to receive altitude information from the aircraft and to transmit the signal indicative of the aircraft crash to the propulsion module 400 when the aircraft's altitude is less than or equal to a preset altitude.

[0045] In the present disclosure / invention, an operation for inserting the movable part 300 can preferably be carried out before the aircraft crashes (e.g., impacts) and ultimately reaches the ground. In other words, the control device 500 can be configured to maximally control the flight of the aircraft by rotating each blade when the aircraft's altitude is greater than the preset altitude, and, if the control device detects that the aircraft is about to impact the ground (e.g., hit the ground) because the aircraft's altitude is less than the preset altitude, the control device can be configured to actuate the movable part 300 to be inserted in order to prevent a secondary accident due to the blade's rotation (e.g., the control device can be configured to actuate the movable part 300 so that it is inserted).(retracted) to prevent a secondary accident due to blade rotation). In particular, the control device 500 can be configured to limit the insertion movement of the movable part 300 before the aircraft's altitude reaches a level below the preset altitude in order to maintain flight control due to blade rotation, and the control device 500 can be configured to actuate the movable part 300 to be inserted immediately before the aircraft finally (e.g., ultimately) impacts the ground to prevent secondary accidents due to blade rotation (e.g., the control device 500 can be configured to actuate the movable part 300 so that it is inserted immediately before the aircraft finally (e.g., ultimately) impacts the ground to prevent secondary accidents due to blade rotation).

[0046] The control device 500 can be configured to receive information about the aircraft's decreasing speed (e.g., rate of descent) and attitude information (e.g., flight attitude information), and can prestore (e.g., pre-store) a preset speed corresponding to the rate of descent or decreasing speed and a preset angle corresponding to the aircraft's attitude. If the rate of descent is greater than or equal to the preset speed and the aircraft's attitude is greater than or equal to the preset angle, then the control device 500 can be configured to transmit the signal indicative of an aircraft crash to the propulsion module 400.

[0047] As described above, the control device 500 can be configured to further detect a crash situation (e.g., a collision situation) of the aircraft in response to the aircraft's descent rate and attitude information. If the aircraft's altitude is less than or equal to the preset altitude, and the descent rate is pre-stabilized by the aircraft's flight control system, the control device allows the movable part 300 to maintain the extended position, enabling the aircraft to land safely. Furthermore, if the aircraft's attitude is greater than or equal to the preset angle (e.g., at least as steep as the preset angle), the blade can touch the ground first, allowing the system to determine whether the signal is being transmitted in response to the aircraft's attitude.

[0048] As described above, the control device 500 can be configured to collect or acquire information about the aircraft's altitude, rate of descent, and angle (e.g., attitude, flight attitude) and to transmit the signal indicative of an aircraft crash when each of these factors reaches preset values ​​(e.g., the respective preset value) or at least two factors reach preset values ​​(e.g., the respective preset value), causing the movable part 300 to retract into the fixed part 200. Therefore, in a final crash situation where the aircraft crashes and hits the ground, a safety control action is performed when the movable part 300 retracts into the fixed part 200 to ensure the aircraft's safety.

[0049] In the propeller safety device with the structure described above, if the aircraft crashes, the movable part 300, which forms a propeller (e.g., is part of a propeller), is inserted (e.g., retracted) into the fixed part 200 to reduce the overall length of the propeller and prevent it from striking the ground. This may prevent a secondary accident caused by fragments that would be formed if the rotating propeller were to strike the ground.

Claims

[1] Propeller safety device which includes: a shaft (100) which generates rotational power, a fixed part (200) with a sliding space (210) therein, wherein the fixed part (200) has a first end (200a) of it coupled to the shaft (100) and a second end (200b) of it arranged so that it is open to communicate with the sliding space (210), a movable part (300) which is provided at the second end (200b) of the fixed part (200) and which is arranged so that it can be extended out of and inserted into the sliding space (210), and that it forms a sheet together with the fixed part (200) when the movable part (300) has been extended out of the sliding space (210), a drive module (400) which is provided at the sliding space (210) of the fixed part (200) and which is connected to the movable part (300) and which is configured to allow the movable part (300) to be retracted into the sliding space (210) when a signal indicative of an aircraft crash is received, and a control device (500) which is configured to receive a flight condition of the aircraft and to determine whether the aircraft is crashing, and which is configured to transmit the signal indicative of the aircraft crashing to the propulsion module (400) in response to the determination that the aircraft is crashing. [2] Propeller safety device according to claim 1, wherein the fixed part (200) has a fixed section (220) which is arranged in the sliding space (210) of the fixed part (200) and on which the drive module (400) is mounted, and the movable part (300) has a hollow section and an open first end (300a) to insert the fixed section (220) of the fixed part (200) into the hollow section of the movable part (300) when the movable part (300) is retracted into the sliding space (210). [3] Propeller safety device according to claim 2, wherein the fixed part (200) has at least one retaining section (230) which projects inwards from a circumferential surface of the sliding space (210) and which is connected to the fixed section (220), and the movable part (300) has a guide slot (310) on an outer circumferential surface thereof, into which the retaining section (230) is inserted. [4] Propeller safety device according to claim 3, wherein the holding section (230) of the fixed part (200) extends in a straight line along a longitudinal direction of the sliding space (210). [5] Propeller safety device according to any one of claims 2 to 4, wherein the drive module (400) comprises: a piston section (410) which passes through the fixed section (220), wherein a first end (410a) of it is movably arranged in the sliding chamber (210) and a second end (410b) of it is connected to the movable part (300), and a starting section (420) which is provided at the fixed section (220) and which is set up to generate an explosive force when the signal indicative of the aircraft crash is entered, and to allow the first end (410a) of the piston section (410) to move towards the first end (200a) of the fixed part (200) in order to retract the movable part (300) into the sliding space (210) of the fixed part (200). [6] Propeller safety device according to any one of claims 2 to 5, wherein the fixed section (220) is configured to close the open section at the second end (200b) of the fixed part (200) in order to seal the sliding space (210). [7] Propeller safety device according to claim 5 or 6, wherein the piston section (410) has the second end (410b) thereof connected to a second end (300b) of the movable part (300) and has the first end (410a) thereof arranged in the sliding space (210) and is arranged on one side in the sliding space (210) when the movable part (300) has been extended out of the sliding space (210). [8] Propeller safety device according to any one of claims 5 to 7, wherein the start section (420) is mounted on the fixed section (220) in the sliding space (210) and is configured to generate a gas when the signal indicative of the aircraft crash is entered, and to allow the first end (410a) of the piston section (410) to be moved. [9] Propeller safety device according to claim 2, wherein the drive module (400) comprises: a movable section (430) which passes through the fixed section (220) in order to arrange a first end (430a) of it movably in the sliding space (210) and to connect a second end (430b) of it with the movable part (300), an elastic section (440) which is provided between the first end (430a) of the movable section (430) and the fixed section (220) and which is designed to be elastically deformable, and a stopper (450) which is arranged in the sliding space (210) of the fixed part (200) and which is configured to fix a position of the movable section (430) by being brought into contact with the first end (430a) of the movable section (430) when the movable part (300) is extended out of the sliding space (210) and the elastic section (440) is compressed, and to be separated from the first end (430a) of the movable section (430) when the signal indicative of the aircraft crash is received. [10] Propeller safety device according to claim 9, wherein the movable section (430) connects the second end (430b) thereof to a second end (300b) of the movable part (300) and has the first end (430a) thereof arranged in the sliding space (210) and is arranged to be located on one side of the sliding space (210) when the movable part (300) is pulled out of the sliding space (210). [11] Propeller safety device according to claim 9 or 10, wherein the elastic section (440) is a tension spring which has a first end (440a) of it connected to the second end (430b) of the movable section (430) and a second end (440b) of it connected to the fixed section (220). [12] Propeller safety device according to any of the preceding claims, wherein the second end (200b) of the fixed part (200) and a first end (300a) of the movable part (300) are connected to each other in a fixed manner to maintain an extended state of the movable part (300). [13] Propeller safety device according to any one of claims 1 to 12, wherein the control device (500) is configured to receive altitude information of the aircraft and to transmit the signal indicative of the aircraft crash to the propulsion module (400) in response to the determination that the aircraft's altitude is less than or equal to a preset altitude. [14] Propeller safety device according to any one of claims 1 to 13, wherein the control device (500) is further configured to receive information about a falling speed and an attitude of the aircraft and to prestore a preset speed corresponding to the falling speed and a preset angle corresponding to the attitude of the aircraft, and, in response to the determination that the falling speed is greater than or equal to the preset speed and the attitude of the aircraft is greater than or equal to the preset angle, the control device (500) is configured to transmit the signal indicative of the aircraft crash to the drive module (400).

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