WO2024001034A1

WO2024001034A1 - Safety protection system and flying car

Info

Publication number: WO2024001034A1
Application number: PCT/CN2022/135498
Authority: WO
Inventors: 谢力哲; 陶海燕; 刘洪元; 张磊; 黄锦腾
Original assignee: 广东汇天航空航天科技有限公司
Priority date: 2022-04-06
Filing date: 2022-11-30
Publication date: 2024-01-04
Also published as: CN116923012A

Abstract

The present application relates to a safety protection system and a flying car, the safety protection system being used in the flying car. The safety protection system comprises a first airbag, a second airbag, a gas generating apparatus and a control module. The first airbag has a supporting surface suitable for supporting a chassis of the flying car; the second airbag is connected to the first airbag; the second airbag has a protective surface suitable for supporting a body of the flying car; the gas generating apparatus is connected to the first airbag and the second airbag, so as to inflate the first airbag and the second airbag; and the control module is electrically connected to the gas generating apparatus and configured to: acquire an operating parameter of the flying car, and when the operating parameter meets a collision predetermination condition, control the gas generating apparatus to operate on the basis of the operating parameter. The flying car comprises the car body, the chassis, and the safety protection system, the chassis being disposed on the bottom of the car body, and the first airbag being disposed on the chassis.

Description

Safety protection system and flying car

Related applications

This application claims priority to the Chinese patent application with application number 202210774837.6 filed on July 1, 2022, the entire content of which is incorporated into this application by reference.

Technical field

This application relates to the field of vehicle technology, and in particular to a safety protection system for flying cars and flying cars.

Background technique

With the advancement of science and technology and the development of society, people's living standards have been greatly improved, and their requirements for travel have become higher and higher. However, as traffic in cities, especially big cities, becomes more and more congested, people waste time in traffic jams. More and more, how to make everyone’s travel more convenient and faster. People have thought of developing flying cars. Flying cars can not only drive on the road like cars, but also fly in the air to avoid traffic jams on the road, and can reach their destination quickly and conveniently. However, flying cars may crash when traveling in the air, and may collide when traveling on land, which poses great safety risks to flying cars and the passengers in them.

In related technologies, no safety protection solution has been found for flying cars when they malfunction in the air. When a flying car breaks down and cannot continue flying, refer to the safety protection scheme of ordinary manned aircraft (such as helicopters, etc.), and usually adopt a forced landing or ejection parachute scheme to ensure the safety of the passengers. However, such safety The protection solution is not suitable for protecting flying cars flying at lower altitudes and their passengers, nor can it protect the flying cars themselves from falling.

technical problem

The main purpose of this application is to propose a safety protection system and a flying car, aiming to solve how to reduce the damage caused to the flying car when the flying car collides or crashes.

Technical solutions

According to the first aspect of the present application, embodiments of the present application provide a safety protection system, and the safety protection system is applied to flying cars. The safety protection system includes a first air bag, a second air bag, a gas generating device and a control module. The first airbag has a support surface suitable for supporting the chassis of the flying car. The second airbag is connected to the first airbag. The second airbag has a protective surface suitable for supporting the body of the flying car. The gas generating device is connected to the first airbag and the second airbag. The air bag is used to inflate the first air bag and the second air bag. The control module is electrically connected to the gas generating device and is configured to: obtain the working parameters of the flying car, and when the working parameters meet the collision prediction conditions, control based on the working parameters The gas generating device is working; the collision prediction condition indicates that the probability of collision of the flying car under the operating parameters is greater than the preset probability.

According to the second aspect of the present application, an embodiment of the present application provides a flying car, which includes a body, a chassis and the above-mentioned safety protection system. The chassis is arranged on the bottom of the vehicle body, and the first airbag is arranged on the chassis.

beneficial effects

In the safety protection system provided by this application, the control module controls the gas generating device to inflate the first airbag and the second airbag when the operating parameters of the flying car meet the preset conditions, so that the first airbag and the second airbag can be quickly inflated and deployed. Through the inflation and deployment of the first airbag and the second airbag, the safety protection system can reduce the damage caused to the flying car when the flying car collides, thereby protecting the lives of the driver and passengers. Furthermore, since flying cars usually fly at lower altitudes to alleviate the shortage of ground transportation capacity, when the flying car fails and cannot continue to fly or falls, bottom and side airbags located on the outer surface of the flying car can protect the aircraft. The flying car provides buffering protection when it falls and hits the ground, which can effectively slow down the damage to the flying car itself from the impact.

Further, when the safety protection system is applied to a flying car, the first airbag is used to support the chassis of the flying car, and the second airbag is used to support the body of the flying car. The first airbag and the second airbag can be used when the flying car collides or crashes. When flying, the flying car is protected from multiple directions, thereby reducing the impact load transmitted to the car body in a collision and reducing injuries to the occupants.

Description of drawings

In order to explain the technical solution of the present application more clearly, the following will briefly introduce the drawings required for the implementation. Obviously, the drawings in the following description are only some implementations of the present application. For ordinary people in the art, For technical personnel, other drawings can also be obtained based on these drawings without exerting creative work.

Figure 1 is a schematic structural diagram of a flying car provided by an embodiment of the present application.

Figure 2 is another structural schematic diagram of the flying car shown in Figure 1.

Figure 3 is a schematic structural diagram of the safety protection system of the flying car shown in Figure 1.

FIG. 4 is another structural schematic diagram of the safety protection system shown in FIG. 3 .

FIG. 5 is another structural schematic diagram of the security protection system shown in FIG. 3 .

FIG. 6 is yet another structural schematic diagram of the security protection system shown in FIG. 3 .

FIG. 7 is another structural schematic diagram of the security protection system shown in FIG. 3 .

FIG. 8 is a functional block diagram of a partial structure of the flying car and safety protection system shown in FIG. 1 .

Embodiments of the invention

In order to enable those in the technical field to better understand the solution of the present application, the technical solution in the embodiment of the present application will be clearly and completely described below in conjunction with the drawings in the embodiment of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative efforts shall fall within the scope of protection of this application.

If certain terms are used to refer to specific components in the description and claims, those skilled in the art will understand that hardware manufacturers may use different terms to refer to the same component. This description and the claims do not use differences in names as a means to distinguish between components; rather, differences in functions between the components serve as a criterion for distinction. For example, "including" mentioned in the entire description and claims is an open-ended term, so it should be interpreted as "including but not limited to"; "roughly" means that those skilled in the art can solve the problem within a certain range of error. Technical issues have basically achieved technical results.

Therefore, the inventor continues to conduct research on how to improve the safety performance of flying cars. Through extensive and repeated research, embodiments of the present application provide a safety protection system. The safety protection system includes a first airbag, a second airbag, a gas generating device and a control module. The first airbag has a support surface suitable for supporting the chassis of the flying car. The second airbag is connected to the first airbag. The second airbag has a protective surface suitable for supporting the body of the flying car. The gas generating device is connected to the first airbag and the second airbag. The air bag is used to inflate the first air bag and the second air bag, and the control module controls the gas generating device to inflate the first air bag and the second air bag when the operating parameters of the flying car meet the preset conditions, so that the first air bag and the second air bag can be quickly Inflate to expand. Through the inflation and deployment of the first airbag and the second airbag, the safety protection system can reduce the damage caused to the flying car when the flying car collides or crashes, thereby protecting the lives of the driver and passengers. Furthermore, since flying cars usually fly at lower altitudes to alleviate the shortage of ground transportation capacity, when the flying car fails and cannot continue to fly or falls, bottom and side airbags located on the outer surface of the flying car can protect the aircraft. The flying car provides buffering protection when it falls and hits the ground, which can effectively slow down the damage to the flying car itself from the impact. Further, when the safety protection system is applied to a flying car, the first airbag is used to support the chassis of the flying car, and the second airbag is used to support the body of the flying car. The first airbag and the second airbag can be used when the flying car collides or crashes. When flying, the flying car is protected from multiple directions, thereby reducing the impact load transmitted to the car body in a collision and reducing injuries to the occupants.

The safety protection system and flying car proposed in this application will be further elaborated below with reference to specific implementation modes and schematic drawings.

Please refer to Figure 1 and Figure 2. The embodiment of the present application provides a safety protection system 100 and a flying car 200 equipped with the safety protection system 100. The safety protection system 100 can be applied in the flying car 200 for use during flight. When the car 200 collides or crashes, the damage caused to the flying car 200 is reduced.

The flying car 200 may include a body 210 and a chassis 230. The chassis 230 is disposed at the bottom of the body 210. The body 210 may include a door 212 and a sill 214. The sill 214 is connected between the door 212 and the chassis 230. The number of vehicle doors 212 may be multiple. In the embodiment of the present application, the number of vehicle doors 212 may be two. The two vehicle doors 212 are respectively located on both sides of the body 210. Correspondingly, the number of door sills 214 is also two. The two door sills are 214 are also respectively provided on both sides of the body 210, and the two door sills 214 are respectively connected between the two doors 212 and the chassis 230.

The flying car 200 may also include a land power system 250 and a flight power system 270. The land power system 250 and the flight power system 270 may be electrically connected to the control system (not shown in the figure) of the flying car 200, and under the control of the control system. Powering the Flying Car 200. The land power system 250 may be provided on the body 210 and is used to provide forward power and braking resistance to the flying car 200 when it is in land mode. The land power system 250 may include driving wheels, and may also include driving components (not shown in the figure) such as clutches, transmissions, transmission shafts, and transmission gears to provide forward power and braking resistance to the flying car 200 . The flight drive system 30 may be disposed on the body 210 and is used to provide thrust for traveling when the flying car 200 is in the flight mode. The flight power system 270 may include a jet engine or/and a propeller. For example, the flight power system 270 may include a rotor module (not shown in the figure). The rotor module is connected to the body 210 and is used to provide the flying car 200 with different directions. Propulsion.

In this application, unless otherwise expressly stated or limited, the terms "mounted", "connected", "connected", "fixed" and other terms should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection, or it can be an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be an internal connection between two components. Connectivity can also be surface contact only. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

Referring to FIGS. 2 and 3 , the safety protection system 100 includes a first airbag 10 , a second airbag 30 , a gas generating device 50 and a control module 70 . The first airbag 10 is disposed at the bottom of the flying car 200. In the embodiment of the present application, the first airbag 10 has a supporting surface 12 and a first back surface 14 opposite to the supporting surface 12. The supporting surface 12 is used to communicate with the flying car when inflated. The side of the car's chassis 230 close to the first airbag 10 is in contact, so that the supporting surface 12 can support the chassis 230 of the flying car 200, thereby protecting the chassis 230 when the flying car 200 is hit. The second airbag 30 is connected to the first airbag 10 , and the second airbag 30 is disposed on the body 210 of the flying car 200 . Specifically, in this embodiment, the second airbag 30 is disposed on the door sill 214 of the body 210 . It should be understood that in some other embodiments, the second airbag can also be located at other locations on the body 210 . For example, the second airbag 30 can be disposed on the door panels, center pillars, front pillars, etc. of the body 210 . This application does not cover this. Make restrictions. In the embodiment of the present application, the second airbag 30 has a protective surface 32 and a second back surface 34 opposite to the protective surface 32. The protective surface 32 is used to contact the body 210 of the flying car 200 when inflated, so that the protective surface 32 The body 210 of the flying car 200 can be supported to protect the body 210 when the flying car 200 is hit. The gas generating device 50 is connected to the first airbag 10 and the second airbag 30 and is used to inflate the first airbag 10 and the second airbag 30 so that the first airbag 10 and the second airbag 30 can be inflated and deployed. The control module 70 is electrically connected to the gas generating device 50 and is configured to obtain the operating parameters of the flying car 200 and, when the operating parameters meet the collision prediction conditions, control the operation of the gas generating device 50 based on the operating parameters.

In addition, the terms “first” and “second” are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include at least one of these features. In the description of this application, "plurality" means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.

Therefore, through the inflation and deployment of the first airbag 10 and the second airbag 30, the above-mentioned safety protection system 100 can reduce the damage caused to the flying car 200 when the flying car 200 collides or crashes, thereby protecting the driver and passengers. life safety. Furthermore, since the flying car 200 usually flies at a lower altitude to alleviate the shortage of ground transportation capacity, when the flying car 200 fails and cannot continue to fly or falls, the first airbag 10 located on the outer surface of the flying car 200 is provided. And the second airbag 30 can provide buffering protection for the flying car 200 when it falls and hits the ground, and can effectively slow down the damage caused by the impact force to the flying car 200 itself. Further, when the safety protection system 100 is applied to the flying car 200, the first airbag 10 is used to support the chassis 230 of the flying car 200, and the second airbag 30 is used to support the body 210 of the flying car 200. The first airbag 10 and the second airbag 10 are used to support the flying car 200. The airbag 30 can protect the flying car 200 from multiple directions when the flying car 200 collides or crashes, thereby reducing the impact load transmitted to the vehicle body 210 in the collision and reducing injuries to the occupants.

In the inflated state, the first airbag 10 extends along the first plane L. The first plane L may be defined by the chassis 230 of the flying car 200 . For example, the first plane L is consistent with the extension plane of the chassis 230 , or the first plane L It is jointly defined by the length direction and the width direction of the flying car 200, or the first plane L may be a horizontal plane. The number and location of the first airbag 10 are not limited. In some embodiments, the number of the first airbag 10 may be one. For example, one first airbag 10 may be disposed in the middle of the chassis 230 and inflated. The two sides of the rear-facing chassis 230 can basically cover the entire chassis 230 after being unfolded to protect the chassis 230 . For another example, a first airbag 10 can be disposed on one side of the chassis 230 . After being inflated, the first airbag 10 deploys to the other side of the chassis 230 , thereby basically covering the entire chassis 230 to protect the chassis 230 . In some embodiments, the number of the first airbags 10 may be two. For example, please refer to FIG. 4 . The two first airbags 10 are respectively disposed on opposite sides of the chassis 230 . The two first airbags 10 inflate toward the chassis. 230 is deployed in the middle position. In the deployed state, the two first airbags 10 can be juxtaposed and contact each other to basically cover the entire chassis 230, or the two first airbags 10 can also be spaced side by side to protect the chassis 230. . For another example, two first airbags 10 can be disposed in the middle of the chassis 230. After being inflated, the two first airbags 10 deploy to both sides of the chassis and then cover the chassis 230 side by side to protect the chassis 230.

In the description of this specification, reference to the terms "one embodiment," "some embodiments," "an example," "specific examples," or "some examples" or the like means that specific features are described in connection with the embodiment or example. , structures, materials or features are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the specific features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, those skilled in the art may combine and combine different embodiments or examples and features of different embodiments or examples described in this specification unless they are inconsistent with each other.

In some embodiments, the first airbag 10 may be provided with at least two air chambers. In the inflated state, the at least two air chambers are arranged in sequence in a direction away from the supporting surface 12. In the embodiment of the present application, the inflated state refers to The set expansion limit state, for example, when the gas generating device 50 inflates the first air bag 10 and the second air bag 30 to the limit; or when the materials inside the first air bag 10 and the second air bag 30 completely react to release gas; or when The inflation state of the first airbag 10 and the second airbag 30 when a collision is activated, etc. Further, the air pressure of at least one of the at least two air chambers is different from the air pressure of the other air chambers. Specifically, the control of the air pressure can be achieved by controlling the gas generating device 50 through the control module 70 . Please refer to Figure 5. In the embodiment of the present application, the first air bag 10 is provided with a first air chamber 16 and a second air chamber 18. The supporting surface 12 is located on one side of the first air chamber 16, and the second air chamber 18 is disposed on On the side of the first air chamber 16 facing away from the supporting surface 12, in the inflated state, the air pressure of the first air chamber 16 is less than the air pressure of the second air chamber 18, which can provide a better anti-collision effect and reduce the impact on the flying car 200. and injuries to drivers and passengers.

In some embodiments, the first air chamber 16 and the second air chamber 18 are separated by an air bag wall. A pressure relief valve may be provided on the air bag wall. The pressure relief valve is used to communicate with the first air chamber when the pressure is greater than a predetermined air pressure threshold. An inner cavity of an air chamber 16 and a second air chamber 18 . For example, when the first airbag 10 is in an inflated state, the air pressure of the first air chamber 16 is less than the air pressure of the second air chamber 18, and the second air chamber 18 located on the outside first collides and is squeezed, and the internal pressure increases. After the pressure is greater than the predetermined air pressure threshold, the gas breaks through the pressure relief valve and enters the first air chamber 16, which can retain the buffering capability and prevent the second air chamber 18 from bursting when the second air chamber 18 collides, and then utilizes the first air chamber 16. The air chamber 16 performs secondary buffering, and the protection effect is better.

Please refer to FIGS. 3 and 4 again. In some embodiments, the number of the second airbags 30 is two. If the number of the first airbag 10 is one, the two second airbags 30 are respectively connected to the first airbag 10 . Opposite sides. If the number of the first airbags 10 is two, the two second airbags 30 are respectively connected to the sides of the two first airbags 10 close to the second airbag 30 . In the inflated state, the second airbag 30 extends along the second plane W, the second plane W intersects the first plane L, and the angle between the second plane W and the first plane L may be greater than 45 degrees. In this application, In this example, the second plane W is perpendicular to the first plane L. Specifically, the second plane W is substantially parallel to the height direction of the flying car 200 .

In some embodiments, when the first airbag 10 and the second airbag 30 are inflated, the first back surface 14 and the second back surface 34 are continuous, so that the first airbag 10 and the second airbag 30 can wrap the flying car 200 Threshold 214. When the flying car 200 tilts and falls, the threshold 214 at the corner often causes extremely concentrated impact force and maximum damage when it touches the ground. Therefore, wrapping the threshold 214 can provide better protection. Specifically, the first back surface 14 and the second back surface 34 are continuous, so that the first airbag 10 and the second airbag 30 roughly form two "L" shaped airbags on both sides of the bottom of the flying car 200, thereby protecting the door sill of the flying car 200. 214. The first airbag 10 is provided with a first inner cavity (not marked in the figure), and the second airbag 30 is provided with a second inner cavity (not marked in the figure). In some embodiments, the first inner cavity and the second inner cavity are The cavities communicate with each other, and in other embodiments, the first lumen and the second lumen are separated from each other.

Please refer to FIG. 5 again. The second air bag 30 is provided with at least two air chambers. In the inflated state, the at least two air chambers are arranged side by side in a direction away from the protective surface 32 , and at least one of the at least two air chambers is The air pressure of the air chamber is different from the air pressure of other air chambers. Specifically, the control of the air pressure can be achieved by controlling the gas generating device 50 through the control module 70 . In the embodiment of the present application, the second airbag 30 is provided with a third air chamber 36 and a fourth air chamber 38. The protective surface 32 is located on one side of the third air chamber 36. The fourth air chamber 38 is provided in the third air chamber 36. On the side away from the protective surface 32, in the inflated state, the air pressure of the third air chamber 36 is less than the air pressure of the fourth air chamber 38, which can achieve a better anti-collision effect and reduce the impact on the flying car 200, the driver and passengers. s damage.

Please refer to Figure 6. Since the flying car 200 may roll over after being hit, in some embodiments, the safety protection system 100 may also include a third airbag 90. The third airbag 90 is used to reduce the impact of the impact on the flying car. 200 top damage. In the embodiment of the present application, the third airbag 90 has a first surface 92 and a second surface 94 opposite to the first surface 92. The first surface 92 is used to support the top cover of the flying car 200, so that when the flying car 200 is subjected to Protects top cover in case of impact. In the inflated state, the third airbag 90 extends along the first plane L. Specifically, the third airbag 90 is substantially parallel to the first airbag 10 .

In the embodiment of the present application, the third airbag 90 is connected to the side of the second airbag 30 away from the first airbag 10 , and the number and position of the third airbag 90 are not limited by this description. In some embodiments, the number of the third airbag 90 may be one. For example, one third airbag 90 may be disposed in the middle of the top of the flying car 200 . After being inflated, one third airbag 90 can basically cover both sides of the top after being deployed. The entire top, so that both sides of the third airbag 90 are respectively adjacent to the two second airbags 30 to protect the top. For another example, a third airbag 90 can be disposed on one side of the top. After being inflated, the third airbag 90 expands to the other side of the top and basically covers the entire top, so that the two sides of the third airbag 90 are respectively adjacent to two The second air bag 30 is used to protect the top. In some embodiments, the number of the third airbags 90 may be two. For example, the two third airbags 90 are respectively disposed on opposite sides of the top. After the two third airbags 90 are inflated, they are deployed to the middle position of the top and are aligned side by side. , the two third airbags 90 are respectively adjacent to the two second airbags 30 to protect the top. For another example, two third airbags 90 can be disposed in the middle of the top. After being inflated, the two third airbags 90 are deployed to both sides of the chassis and are respectively adjacent to the two second airbags 30 to protect the top. .

In some embodiments, the third airbag 90 is also connected to the second airbag 30. When the third airbag 90 is inflated, the second surface 94 is continuous with the second back 34, so that the third airbag 90 is connected to the second airbag 30. It can wrap the angular parts of the top of the flying car 200. When the flying car 200 tilts and falls, the angular parts at the corners often cause extremely concentrated impact force and maximum damage when the flying car 200 falls. Therefore, wrapping the angular parts can make the protection effect better. Specifically, the second surface 94 and the second back surface 34 are continuous, so that the third airbag 90 and the second airbag 30 roughly form an "L" shaped airbag on both sides of the top of the flying car 200, thereby protecting the edges and corners of the top of the flying car 200. parts. The third airbag 90 is provided with a third inner cavity (not shown in the figure). In some embodiments, the third inner cavity and the second inner cavity may be communicated with each other. In other embodiments, the third inner cavity and the second inner cavity may be connected to each other. The two inner chambers are spaced apart from each other.

Referring to FIG. 7 , the third air bag 90 is provided with at least two air chambers. In the inflated state, the at least two air chambers are arranged side by side in a direction away from the first surface 92 , and at least one of the at least two air chambers is The air pressure of the air chamber is different from the air pressure of other air chambers. Specifically, the air pressure can be controlled by the control module 70 . In the embodiment of the present application, the third air bag 90 is provided with a fifth air chamber 96 and a sixth air chamber 98. The first surface 92 is located on one side of the fifth air chamber 96, and the sixth air chamber 98 is provided in the first air chamber. On the side of 16 facing away from the first surface 92, in the inflated state, the air pressure of the fifth air chamber 96 is less than the air pressure of the sixth air chamber 98, which can provide a better anti-collision effect and reduce the impact on the flying car 200 and the driver. , injuries to passengers.

Please refer to FIG. 3 again. The gas generating device 50 includes a first gas generator 52 and a second gas generator 54. The first gas generator 2 and the second gas generator 54 are controlled by the control module 70 to inflate the second air bag 30. Inflate with the second airbag 30 . In the embodiment of the present application, the first gas generator 52 is provided in the second airbag 30 , and the first gas generator 52 is used to inflate the second airbag 30 under the control of the control module 70 , so that the second airbag 30 can inflate the flying car. The chassis 230 of the 200 plays a protective role. The second gas generator 54 is provided in the second airbag 30. Specifically, the number of the second gas generator 54 may be two. The two second gas generators 54 are respectively provided in the two second airbags 30. The two second gas generators 54 are respectively provided in the two second airbags 30. The two gas generators 54 are used to inflate the two second airbags 30 under the control of the control module 70 so that the two second airbags 30 can protect the body 210 of the flying car 200 . In some embodiments, the first gas generator 52 is provided with a first storage space (not shown in the figure). The first storage space is used to store explosive substances, such as gunpowder, etc., and the first generator 52 receives a control module. After the detonation signal is sent out by 70, the explosive material in the first storage space is ignited, and the generated gas is filled into the second air bag 30 to achieve the purpose of inflating the second air bag 30. The second gas generator 54 is provided with a second storage space (not shown in the figure). The second storage space is used to store explosive substances, such as gunpowder, etc. After the second generator 54 receives the detonation signal sent by the control module 70 , ignite the explosive material in the second storage space, and the generated gas is filled into the second air bag 30 to achieve the purpose of inflating the second air bag 30 .

In other embodiments, the number of the second airbags 30 is two. The two second airbags 30 are respectively disposed on both sides of the chassis 230 , and the two second airbags 30 are respectively connected to the two second airbags 30 . Two The inner cavity of the second airbag 30 is connected to the inner cavities of the two second airbags 30 respectively, so that the two second airbags 30 and the two second airbags 30 respectively form two "L" shaped airbags on both sides of the flying car 200 . The first gas generator 52 and the second gas generator 54 are respectively provided in the two "L"-shaped air bags, and are used to inflate the two "L"-shaped air bags under the control of the control module 70, so that the two "L"-shaped air bags are The airbag protects the body 210 and chassis 230 of the flying car 200.

Please refer to Figure 6 again. In some embodiments, the gas generating device 50 may also include a third gas generator 56. The third gas generator 56 is disposed in the third air bag 90. The third gas generator 56 is used in the control module. The third airbag 90 is inflated under the control of 70 so that the third airbag 90 protects the top cover of the flying car 200 . The third gas generator 56 is provided with a third storage space (not shown in the figure). The third storage space is used to store explosive substances, such as gunpowder, etc. After the third generator 56 receives the detonation signal sent by the control module 70 , ignite the explosive material in the third storage space, and the generated gas is filled into the third air bag 90 to achieve the purpose of inflating the third air bag 90 .

Referring to FIG. 8 , the control module 70 may include a communication unit 72 and a control unit 74 . The control unit 74 is electrically connected to the communication unit 72 and the gas generating device 50 . The communication unit 72 is used to electrically connect with the sensor of the flying car 200 to obtain the operating parameters detected by the sensor. The operating parameters include at least one of the following parameters: obstacle distance, vehicle body acceleration, and current speed. Sensors may include distance sensors (such as laser sensors, ultrasonic sensors, etc.), acceleration sensors (such as gyroscopes, or inertial sensing units, etc.), speed sensors (such as laser sensors, ultrasonic sensors, etc.), etc. The distance sensor is used to detect the distance between the flying car 200 and the obstacle, the acceleration sensor is used to detect the body acceleration of the flying car 200 , and the speed sensor is used to detect the driving speed of the flying car 200 . After acquiring the working parameters detected by multiple sensors, the communication unit 72 sends the working parameters to the control unit 74 . The control unit 74 determines whether the working parameters satisfy the collision prediction condition based on the received working parameters. The collision prediction condition indicates that the probability of the flying car 200 colliding or crashing under the working parameters is greater than the preset probability. For example, if at least one of the obstacle distance, vehicle body acceleration, and current speed exceeds a preset threshold, it indicates that the working parameters meet the collision prediction conditions, and the control unit 74 sends a detonation signal to the gas generating device 50 . Specifically, for example, if the obstacle distance detected by the flying car 200 is 20 meters and the moving speed is 30km/h, the control unit 74 determines that the probability of collision or crash is greater than 90%, and sends a detonation signal to the gas generating device 50 , the gas generating device 50 works according to the detonation signal to inflate the first airbag 10 and the second airbag 30 .

When in use, the communication unit 72 acquires the operating parameters detected by the sensors of the flying car 200 and sends the operating parameters to the control unit 74 . The control unit 74 determines whether the working parameters meet the collision prediction conditions according to the working parameters. If the working parameters meet the collision prediction conditions, the control unit 74 sends a detonation signal to the gas generating device 50 . After receiving the detonation signal, the gas generating device 50 inflates the first air bag 10, the second air bag 30 and the third air bag 90 to protect the flying car 200, thereby reducing the damage caused to the flying car by the impact, thereby protecting the driver and the flying car. Passengers' lives and safety. In other embodiments, the sensor of the flying car 200 is used to obtain data in the acceleration direction (for example, through an inertial sensor). The control unit 74 determines the landing ground of the flying car 200 according to the acceleration direction, and may also determine the flight according to the attitude of the body 210 Car 200 hit the ground. For example, if it is determined that one side of the car door has fallen to the ground or one side of the chassis has fallen to the ground, the corresponding airbag will be controlled to deploy first according to the landing surface, and other airbags can also be controlled to deploy sequentially later. For example, when the control unit 74 determines that one side of the car door has fallen to the ground, When the vehicle falls to the ground, the second airbag 30 is controlled to be deployed at the first time, the second airbag 10 can be controlled to be deployed at the second time, and the third airbag 90 can be controlled to be deployed at the third time.

In other embodiments, in order to protect the front and rear of the vehicle from falling, the safety protection system 100 may also include a front airbag and/or a rear airbag, wherein the front airbag is disposed on the head of the flying car 200 , for example, connected to The front bumper of the flying car 200 is inflated by the gas generating device 50 ; the rear airbag is provided at the rear of the flying car 200 , for example, connected to the rear bumper of the flying car 200 , and is inflated by the gas generating device 50 . Furthermore, when the control unit 74 determines that the front or rear side of the car has fallen to the ground, it controls the corresponding front airbag or rear airbag to deploy at the first time, and can control other airbags in sequence according to the gravity distribution of the flying car, such as The first airbag 10, the second airbag 30, and the third airbag 90 are deployed in sequence. The above-mentioned airbags provided in the embodiment of the present application, the first airbag 10, the second airbag 30, the third airbag 90, the front airbag, and the rear airbag can all be made of elastic materials, such as rubber. When these When the air bag is squeezed in the inflated state, it can rely on the fluidity of the gas and the elastic deformation ability of the elastic material to further improve the impact resistance of the safety protection system.

In the safety protection system provided by the embodiment of the present application, the control module controls the gas generating device to inflate the first airbag and the second airbag when the operating parameters of the flying car meet the preset conditions, so that the first airbag and the second airbag can be quickly inflated and deployed. . Through the inflation and deployment of the first airbag and the second airbag, the safety protection system can reduce the damage caused to the flying car when the flying car collides or crashes, thereby protecting the lives of the driver and passengers. Furthermore, since flying cars usually fly at lower altitudes to alleviate the shortage of ground transportation capacity, when the flying car fails and cannot continue to fly or crashes, the first airbag and the second airbag located on the outer surface of the flying car are provided. , which can provide buffering protection for the flying car when it falls and hits the ground, and can effectively slow down the damage caused by the impact force to the flying car itself.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present application, but not to limit it; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art will understand that: it can still Modifications are made to the technical solutions described in the foregoing embodiments, or equivalent substitutions are made to some of the technical features; however, these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions in the embodiments of the present application.

Claims

A safety protection system, wherein the safety protection system is applied to flying cars, and the safety protection system includes:

A first airbag, the first airbag having a support surface suitable for supporting the chassis of the flying car;

A second airbag is connected to the first airbag; the second airbag has a protective surface suitable for supporting the body of the flying car;

a gas generating device connected to the first air bag and the second air bag to inflate the first air bag and the second air bag; and

A control module, electrically connected to the gas generating device, and configured to: obtain the working parameters of the flying car, and when the working parameters meet the collision prediction conditions, control the gas generation based on the working parameters The device works; the collision prediction condition indicates that the probability of collision of the flying car under the operating parameters is greater than the preset probability.
The safety protection system of claim 1, wherein the control module includes a communication unit and a control unit, the control unit is electrically connected to the gas generating device and the communication unit respectively, and the communication unit is adapted to It is electrically connected to the sensor of the flying car to obtain the working parameters detected by the sensor. The working parameters include at least one of the following parameters: obstacle distance, vehicle body acceleration, and current speed.
The safety protection system of claim 1 or 2, wherein in an inflated state, the first airbag extends along a first plane, the second airbag extends along a second plane, and the first plane is The second plane intersects.
The safety protection system of claim 3, wherein the first airbag further includes a first back surface opposite to the support surface, and the second airbag further includes a second back surface opposite to the protective surface; In the inflated state, the second back surface is connected to the first back surface.
The safety protection system of claim 3, wherein the safety protection system further includes a third airbag, which extends along the first plane in an inflated state; the gas generating device is further connected to The third airbag has a first surface suitable for supporting the top cover of the flying car.
The safety protection system of claim 5, wherein the third airbag is connected to a side of the second airbag away from the first airbag.
The safety protection system of claim 5 or 6, wherein there are two second airbags, and the two second airbags are respectively connected to opposite sides of the first airbag, and the third airbag is Both sides are adjacent to two second airbags respectively.
The safety protection system according to any one of claims 1 to 6, wherein the gas generating device includes a first gas generator and a second gas generator, the first gas generator is disposed on the first gas generator. Air bag, the second gas generator is provided in the second air bag.
The safety protection system according to any one of claims 1 to 8, wherein the control module is further configured to: control the operation of the first gas generator or/and the second gas generator based on the operating parameters. .
The safety protection system according to any one of claims 1 to 9, wherein the first air bag includes at least two air chambers, and in the inflated state, at least two of the air chambers extend along a direction away from the supporting surface. The directions are in sequence.
The safety protection system of claim 10, wherein the control module is further configured to: control the gas generating device to inflate at least two of the air chambers so that at least one of the at least two air chambers The air pressure in the air chamber is different from the air pressure in other air chambers.
The safety protection system of claim 10 or 11, wherein at least two of the air chambers include a first air chamber and a second air chamber, the supporting surface is located on one side of the first air chamber, and the The second air chamber is disposed on a side of the first air chamber away from the supporting surface.
The safety protection system of claim 12, wherein the control module is further configured to: control the gas generating device to inflate the first air chamber and the second air chamber so that the first air chamber The air pressure of the chamber is less than the air pressure of the second air chamber.
A flying car, including:

car body;

Chassis, the chassis is provided at the bottom of the vehicle body; and

The safety protection system according to any one of claims 1-13, wherein the first airbag is provided on the chassis.
The flying car of claim 14, wherein the body includes a door and a door sill, the door sill is connected to the chassis, and the second airbag is provided on the door sill.