CN108561494B - Combined shock absorber for aircraft - Google Patents
Combined shock absorber for aircraft Download PDFInfo
- Publication number
- CN108561494B CN108561494B CN201810695252.9A CN201810695252A CN108561494B CN 108561494 B CN108561494 B CN 108561494B CN 201810695252 A CN201810695252 A CN 201810695252A CN 108561494 B CN108561494 B CN 108561494B
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- China
- Prior art keywords
- aircraft
- cover plate
- component
- shock absorber
- rubber
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- 230000035939 shock Effects 0.000 title claims abstract description 42
- 239000006096 absorbing agent Substances 0.000 title claims abstract description 33
- 230000006835 compression Effects 0.000 claims description 21
- 238000007906 compression Methods 0.000 claims description 21
- 238000003466 welding Methods 0.000 claims description 3
- 230000000694 effects Effects 0.000 abstract description 11
- 238000002955 isolation Methods 0.000 description 7
- 238000013016 damping Methods 0.000 description 6
- 238000000034 method Methods 0.000 description 6
- 239000000463 material Substances 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000007547 defect Effects 0.000 description 4
- 238000010521 absorption reaction Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 239000010720 hydraulic oil Substances 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 238000000465 moulding Methods 0.000 description 2
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000002360 explosive Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 239000000575 pesticide Substances 0.000 description 1
- 239000003208 petroleum Substances 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/005—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a wound spring and a damper, e.g. a friction damper
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Prevention Devices (AREA)
Abstract
The invention discloses a combined shock absorber for an aircraft, which is arranged between an aircraft main body and a pulley and comprises an elastic rubber component, a spring component and a connecting component; the elastic rubber component and the spring component are coaxial and are sequentially connected through the connecting component. The combined shock absorber for the aircraft has the advantages of simple structure, good shock absorbing effect, small volume, light weight and the like.
Description
Technical Field
The invention mainly relates to the technical field of aircrafts, in particular to a combined shock absorber for an aircraft.
Background
Currently, small aircraft are widely used in various industries. The agriculture can be used for pesticide spraying and disaster detection; the petroleum industry can be used for making oil and gas pipeline inspection; the express industry can be used for delivery of packages and the like. In addition, the method can be used in industries such as weather, photography and the like.
Existing aircraft are divided into fixed wing aircraft and rotary wing aircraft. Whether a fixed wing aircraft or a multi-rotor aircraft, because of factors of human or control system in the process of taking off and landing, the impact inevitably forms on the ground, and meanwhile, the impact has great influence on the structural safety of the aircraft, the comfort of passengers and the reliability of a flight control system, so that the shock absorber is arranged at the bottom of the aircraft to lighten the impact caused by taking off and landing.
Most of currently used dampers are hydraulic dampers, air dampers, spring dampers, and the like.
The hydraulic shock absorber is complex in structure, large in size and heavy, is provided with a hydraulic oil chamber, has the problem of hydraulic oil leakage in the use process, and is not suitable for being applied to an aircraft.
The air shock absorber has the advantages of large volume and high maintenance difficulty due to the fact that the air shock absorber is provided with the air bag.
The conventional spring damper has poor vibration absorption effect on the ground, slow vibration amplitude attenuation, and uncomfortable riding feeling, and even the condition that the damper is at the bottom can appear under the condition of large impact, the condition that the spring is in rigid contact with the shell occurs, so that the damage of the damper is caused.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the technical problems in the prior art, the invention provides the combined shock absorber for the aircraft, which has the advantages of simple structure and good shock absorption effect.
In order to solve the technical problems, the technical scheme provided by the invention is as follows:
A combined shock absorber for an aircraft, which is arranged between an aircraft main body and a pulley, and comprises an elastic rubber component, a spring component and a connecting component; the elastic rubber component and the spring component are coaxial and are sequentially connected through the connecting component.
As a further improvement of the above technical scheme:
The elastic rubber component comprises a cylinder body, a rubber piece, a cover plate and a connecting piece; the cylinder is a hollow cylinder and one end of the cylinder is open, the rubber piece is installed in the hollow cavity of the cylinder and is plugged through the cover plate, and the rubber piece and the cover plate are fastened in the hollow cavity of the cylinder through the connecting piece.
More than one group of corresponding through holes are formed in the axial direction of the cylinder body, the rubber piece and the cover plate; the connecting piece comprises a bolt and a nut, wherein one end of the bolt sequentially penetrates through the through holes in the cylinder body, the rubber piece and the cover plate and then is in threaded connection with the nut.
The closed end of the cylinder is connected with a shell connected with the aircraft main body, and the shell is connected with the cylinder in a threaded or welding mode.
The spring assembly includes a compression spring.
The connecting assembly comprises a guide rod and a pressing plate, wherein the axes of the cylinder body, the rubber piece and the cover plate are provided with guide holes which penetrate through the guide rod, and one end of the guide rod is connected with the pressing plate through the compression spring after passing through the guide holes of the cylinder body, the rubber piece and the cover plate in sequence.
Annular steps are arranged on the end faces, which are in contact with the compression springs, of the cover plate and the pressing plate and are used for radially limiting the compression springs.
One end of the pressing plate is provided with a mounting part used for being connected with an aircraft pulley.
The mounting part is an ear seat.
The number of the through holes is two, and the through holes are uniformly distributed on the axial end face.
Compared with the prior art, the invention has the advantages that:
According to the combined type shock absorber for the aircraft, the elastic rubber component and the traditional spring component are combined to form the combined type shock absorber, and the elastic rubber and the spring are combined to absorb vibration energy to the greatest extent due to the large elastic modulus difference, so that the shock absorbing effect is improved, and the safety of the main structure of the aircraft and the reliability of the control system of the aircraft are improved; the elastic rubber component is arranged on the vibration transmission path, so that the effects of vibration isolation and noise reduction can be achieved, and the comfort of the aircraft is improved; in addition, the combined shock absorber has simple structure, small volume and light weight.
The combined shock absorber for the aircraft adopts the spring and rubber combined shock absorbing structure, and overcomes the defects of small damping and poor vibration isolation effect of the single spring as a shock absorbing component; the combined shock absorber combines the advantages of large damping in rubber, good vibration isolation performance, easy molding, firm adhesion with metal, small density and the like, and the two materials are sequentially connected to form the combined shock absorber, so that the defects of the two materials are avoided. The strong damping effect of rubber is utilized in the compression and extension processes of the shock absorber, most of vibration energy is absorbed, the comfort is improved, and the influence caused by vibration is reduced.
Drawings
Fig. 1 is a schematic perspective view of the present invention.
Fig. 2 is a schematic diagram of an explosive structure according to the present invention.
Fig. 3 is a schematic perspective view of a rubber member according to the present invention.
Fig. 4 is a cross-sectional view of a rubber member according to the present invention.
Fig. 5 is a schematic perspective view of a cylinder according to the present invention.
Fig. 6 is a schematic cross-sectional view of the barrel of the present invention.
Fig. 7 is a schematic perspective view of a cover plate in the present invention.
Fig. 8 is a cross-sectional view of a cover plate in the present invention.
The reference numerals in the figures denote: 1. an elastic rubber component; 101. a cylinder; 102. a rubber member; 103. a cover plate; 104. a connecting piece; 1041. a bolt; 1042. a nut; 105. a through hole; 106. a guide hole; 107. a housing; 2. a spring assembly; 201. a compression spring; 3. a connection assembly; 301. a guide rod; 302. and (5) pressing plates.
Detailed Description
The invention is further described below with reference to the drawings and specific examples.
As shown in fig. 1 to 7, the combined shock absorber for an aircraft of the present embodiment, wherein the aircraft is a flying motorcycle or other aircraft, is installed between an aircraft body and a pulley, and has a specific structure including an elastic rubber member 1, a spring member 2 and a connection member 3; the elastic rubber component 1 and the spring component 2 are sequentially connected and coaxial through the connecting component 3. Specifically, one end of the elastic rubber component 1 is connected with the main body of the aircraft, the other end of the elastic rubber component is connected with one end of the spring component 2 through the connecting component 3, and the other end of the spring component 2 is connected with a sliding piece (such as a pulley and the like) of the aircraft. Of course, in other embodiments, the positions of the elastic rubber assembly 1 and the spring assembly 2 may be exchanged, i.e. the elastic rubber assembly 1 is connected to the pulley and the spring assembly 2 is connected to the aircraft body. According to the combined type shock absorber for the aircraft, the elastic rubber component 1 and the traditional spring component 2 are combined to form the combined type shock absorber, and the elastic rubber and the spring are combined to absorb vibration energy to the greatest extent due to the large elastic modulus difference, so that the shock absorbing effect is improved, and the safety of the main structure of the aircraft and the reliability of an aircraft control system are improved; the elastic rubber component 1 is arranged on the vibration transmission path, so that the effects of vibration isolation and noise reduction can be achieved, and the comfort of the aircraft is improved; in addition, the combined shock absorber has simple structure, small volume and light weight.
In this embodiment, the spring assembly 2 includes a compression spring 201; the elastic rubber component 1 comprises a cylinder 101, a rubber piece 102, a cover plate 103 and a connecting piece 104; the cylinder 101 is a hollow cylindrical cylinder 101, one end of the cylinder 101 is closed, the other end of the cylinder is open, a cylindrical or drum-shaped rubber member 102 is installed in the hollow cavity of the cylinder 101 and is blocked by a cover plate 103, and the rubber member 102 and the cover plate 103 are fastened in the hollow cavity of the cylinder 101 through a connecting piece 104. Specifically, as shown in fig. 3 to 8, the axial end surfaces of the cylinder 101, the rubber member 102, and the cover plate 103 are uniformly provided with one or more groups of through holes 105 in the circumferential direction; two groups of through holes 105 are preferably formed, the connecting pieces 104 are correspondingly two groups, and specifically comprise bolts 1041 and nuts 1042, one end of each bolt 1041 sequentially penetrates through the through holes 105 on the cylinder 101, the rubber piece 102 and the cover plate 103 and then is in threaded connection with the nuts 1042, so that the cylinder 101, the rubber piece 102 and the cover plate 103 are connected to form a whole, and the structure is simple and the disassembly and the assembly are convenient; wherein the aperture of the through hole 105 matches the diameter of the bolt 1041. In addition, the closed end of the cylinder 101 is connected with a shell 107, and the shell 107 is connected with the aircraft main body through an ear seat, wherein external threads are arranged in the circumferential direction of the closed end of the cylinder 101 and are in threaded connection with internal threads of the shell 107; of course, the cylinder 101 and the housing 107 may be connected and fastened by welding or other means.
As shown in fig. 1 and 2, in this embodiment, the connecting assembly 3 includes a guide rod 301 (with the same structure as a bolt) and a pressing plate 302, the axes of the cylinder 101, the rubber member 102 and the cover plate 103 are all provided with a through guide hole 106, the diameter of the guide rod 301 is the same as that of the guide hole 106, and one end of the guide rod 301 sequentially passes through the guide holes 106 of the cylinder 101, the rubber member 102 and the cover plate 103 and then passes through the compression spring 201 to be connected with the pressing plate 302, so that the cover plate 103 and the pressing plate 302 axially limit the compression spring 201; the elastic rubber component 1 and the spring component 2 are combined in a simple structure, convenient to assemble and disassemble and easy to realize. In addition, the cover plate 103 and the pressing plate 302 are provided with annular steps on the surface contacted with the compression spring 201, so as to radially limit the compression spring 201 and ensure the working reliability of the compression spring 201. Wherein one end of the pressure plate 302 is provided with a mounting portion (e.g., ear mount, etc.) for connection to an aircraft pulley.
Working principle: when the shock absorber is impacted and compressed, the compression spring 201 compresses and further pushes the rubber piece 102 to compress, and the rubber piece 102 is compressed to the maximum firstly due to the fact that the elastic modulus of the rubber is larger than the elastic modulus of the spring, then the compression spring 201 is compressed to the maximum, vibration energy is absorbed to the maximum extent by the two, and in the process, the rubber piece 102 also plays roles of vibration isolation and noise reduction. In the rebound stage of the shock absorber, the compression spring 201 is restored first, and the rubber member 102 is restored again, so that the rubber member 102 is subjected to the tensile force at a certain moment due to the difference between the spring and the rubber characteristics, and further absorbs the vibration and consumes the energy, thereby enabling the vibration to stop rapidly and playing a role in shock absorption. After the compression spring 201 and the rubber member 102 absorb the vibration energy, the temperature of the material itself is raised, and the generated heat is transferred to the air through the cylinder 101 and the housing 107.
The combined shock absorber for the aircraft adopts the spring and rubber combined shock absorbing structure, and overcomes the defects of small damping and poor vibration isolation effect of the single spring as a shock absorbing component; the combined shock absorber combines the advantages of large damping in rubber, good vibration isolation performance, easy molding, firm adhesion with metal, small density and the like, and the two materials are sequentially connected to form the combined shock absorber, so that the defects of the two materials are avoided. The strong damping effect of rubber is utilized in the compression and extension processes of the shock absorber, most of vibration energy is absorbed, the comfort is improved, and the influence caused by vibration is reduced.
While the invention has been described with reference to preferred embodiments, it is not intended to be limiting. Many possible variations and modifications of the disclosed technology can be made by anyone skilled in the art, or equivalent embodiments with equivalent variations can be made, without departing from the scope of the invention. Therefore, any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present invention shall fall within the scope of the technical solution of the present invention.
Claims (5)
1. A combined shock absorber for an aircraft, which is arranged between an aircraft main body and a pulley, and is characterized by comprising an elastic rubber component (1), a spring component (2) and a connecting component (3); the elastic rubber component (1) is coaxial with the spring component (2) and is sequentially connected with the spring component through the connecting component (3);
The elastic rubber component (1) comprises a cylinder body (101), a rubber piece (102), a cover plate (103) and a connecting piece (104); the cylinder body (101) is a hollow cylinder body (101) with one end open, the rubber piece (102) is arranged in the hollow cavity of the cylinder body (101) and is blocked by the cover plate (103), and the rubber piece (102) and the cover plate (103) are fastened in the hollow cavity of the cylinder body (101) through the connecting piece (104);
The spring assembly (2) comprises a compression spring (201);
The connecting assembly (3) comprises a guide rod (301) and a pressing plate (302), wherein the axes of the cylinder body (101), the rubber piece (102) and the cover plate (103) are provided with guide holes (106) which penetrate through the cylinder body, the rubber piece (102) and the cover plate (103), and one end of the guide rod (301) is connected with the pressing plate (302) through the compression spring (201) after passing through the guide holes (106) of the cylinder body (101), the rubber piece (102) and the cover plate (103) in sequence;
annular steps are arranged on the end surfaces of the cover plate (103) and the pressing plate (302) which are in contact with the compression spring (201), and are used for radially limiting the compression spring (201);
One end of the pressure plate (302) is provided with a mounting portion for connection with an aircraft pulley.
2. The combined shock absorber for an aircraft according to claim 1, wherein the cylinder (101), the rubber member (102) and the cover plate (103) are each provided with more than one group of corresponding through holes (105) in the axial direction; the connecting piece (104) comprises a bolt (1041) and a nut (1042), and one end of the bolt (1041) sequentially penetrates through the through holes (105) in the cylinder body (101), the rubber piece (102) and the cover plate (103) and then is in threaded connection with the nut (1042).
3. The combined shock absorber for an aircraft according to claim 1 or 2, characterized in that the closed end of the cylinder (101) is connected with a housing (107) connected with the aircraft body, the housing (107) and the cylinder (101) being connected by means of threads or welding.
4. The combination shock absorber for an aircraft of claim 1, wherein the mounting portion is an ear mount.
5. The combined shock absorber for an aircraft according to claim 2, wherein the number of through holes (105) is two, uniformly distributed on the axial end face.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810695252.9A CN108561494B (en) | 2018-06-29 | 2018-06-29 | Combined shock absorber for aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810695252.9A CN108561494B (en) | 2018-06-29 | 2018-06-29 | Combined shock absorber for aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108561494A CN108561494A (en) | 2018-09-21 |
| CN108561494B true CN108561494B (en) | 2024-04-19 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810695252.9A Active CN108561494B (en) | 2018-06-29 | 2018-06-29 | Combined shock absorber for aircraft |
Country Status (1)
| Country | Link |
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| CN (1) | CN108561494B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2705384Y (en) * | 2004-04-23 | 2005-06-22 | 中国嘉陵工业股份有限公司（集团） | Motorcycle inner tube changing rigidity front shock absorber |
| US20110127747A1 (en) * | 2009-12-02 | 2011-06-02 | Rainer Souschek | Wheel suspension |
| CN202301724U (en) * | 2011-10-21 | 2012-07-04 | 浙江吉利汽车研究院有限公司 | Flying carpet damping device for pole impact test |
| CN203438794U (en) * | 2013-08-15 | 2014-02-19 | 十堰隆昌汽车零部件有限公司 | Composite buffer type thrust rod mechanism |
| CN103615494A (en) * | 2013-11-29 | 2014-03-05 | 常州大学 | Damper used for vibration reduction of pipeline |
| CN208364665U (en) * | 2018-06-29 | 2019-01-11 | 长沙市云智航科技有限公司 | A kind of Combined-type shock-absorption device for aircraft |
-
2018
- 2018-06-29 CN CN201810695252.9A patent/CN108561494B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2705384Y (en) * | 2004-04-23 | 2005-06-22 | 中国嘉陵工业股份有限公司（集团） | Motorcycle inner tube changing rigidity front shock absorber |
| US20110127747A1 (en) * | 2009-12-02 | 2011-06-02 | Rainer Souschek | Wheel suspension |
| CN202301724U (en) * | 2011-10-21 | 2012-07-04 | 浙江吉利汽车研究院有限公司 | Flying carpet damping device for pole impact test |
| CN203438794U (en) * | 2013-08-15 | 2014-02-19 | 十堰隆昌汽车零部件有限公司 | Composite buffer type thrust rod mechanism |
| CN103615494A (en) * | 2013-11-29 | 2014-03-05 | 常州大学 | Damper used for vibration reduction of pipeline |
| CN208364665U (en) * | 2018-06-29 | 2019-01-11 | 长沙市云智航科技有限公司 | A kind of Combined-type shock-absorption device for aircraft |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108561494A (en) | 2018-09-21 |
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