CN118062230A - Landing gear assembly for an aircraft and aircraft vehicle - Google Patents

Abstract

The application discloses an undercarriage assembly of an aircraft and a flight vehicle, and relates to the technical field of transportation, wherein the aircraft comprises a flight body, and the undercarriage assembly comprises an undercarriage body and a buffer assembly; the landing gear body is hinged to the flight body and is used for rotating relative to the flight body along a first rotating direction in the landing process; the buffer component is provided with a first connecting part and a second connecting part which are oppositely arranged; the first connecting part is connected to the landing gear body, and the second connecting part is used for connecting the flying body; the buffer assembly is used for generating elastic deformation and/or plastic deformation along with the rotation of the landing gear body so as to prevent the landing gear body from rotating relative to the flying body along the first rotation direction. The landing gear assembly of the aircraft can solve the technical problems that an existing landing gear is complex and heavy in structure, low in energy absorption efficiency, more in occupied space and inconvenient to store and integrate.

Description

Landing gear assembly for an aircraft and aircraft vehicle

Technical Field

The application relates to the technical field of transportation, in particular to an undercarriage assembly of an aircraft and a flight vehicle.

Background

With the continuous development of technology, the application of aircrafts is increasingly wide, and besides being used for video shooting, agricultural irrigation and fire rescue, aircrafts can also be designed into flight vehicles with stronger load capacity to be used for cargo transportation and daily travel of people, so that the problem of urban road congestion is solved to a certain extent.

Landing gear assemblies are important support systems for landing, taking off, land taxiing and parking of flight vehicles such as helicopters, aerobuses and the like, which ensure the safety of the use of the flight vehicles by absorbing impact energy generated by the flight vehicles with the ground during taking off and landing.

Conventional landing gears are largely classified into wheel landing gears and skid landing gears. Wherein, the wheel landing gear has large weight, complex and heavy structure; the skid landing gear has a simple structure, but only depends on self deformation to absorb impact energy when landing, so that the energy absorption efficiency is low; and the wheel part of the wheel landing gear and the skid part of the skid landing gear occupy more space, so that the storage and integration of the flying vehicle are inconvenient.

Disclosure of Invention

The application aims to provide an undercarriage assembly of an aircraft, and aims to solve the technical problems that an existing undercarriage is complex and heavy in structure, low in energy absorption efficiency, large in occupied space and inconvenient to store and integrate.

The application adopts the following technical scheme to achieve the aim of the application:

A landing gear assembly for an aircraft, the aircraft including a flight body, the landing gear assembly comprising:

The landing gear body is used for being hinged to the flight body, and the landing gear body is used for rotating relative to the flight body along a first rotating direction in the landing process;

The buffer assembly is provided with a first connecting part and a second connecting part which are oppositely arranged; the first connecting part is connected to the landing gear body, and the second connecting part is used for connecting the flying body; the buffer assembly is used for generating elastic deformation and/or plastic deformation along with the rotation of the landing gear body so as to prevent the landing gear body from rotating relative to the flying body along the first rotation direction.

Further, the landing gear body has a first fulcrum and a second fulcrum; the first fulcrum and the second fulcrum have a height difference, the first fulcrum is connected with the first connecting part, and the second fulcrum is used for being hinged on the flying body.

Further, the first fulcrum is located above the second fulcrum; the second connecting part is used for propping against the flying body along with the rotation of the landing gear body so as to enable the buffer assembly to be compressed to generate elastic deformation and/or plastic deformation.

Further, the landing gear assembly includes a connection seat; the connecting seat is provided with a bottom plate and a first lug, the first lug is arranged on one side surface of the bottom plate, the first pivot is hinged to the first lug, and the other side surface of the bottom plate is attached to the first connecting portion.

Further, the second fulcrum is detachably hinged to the flying body.

Further, the cushioning assembly includes a first resilient energy absorber and a second energy absorber; the elastic coefficient of the first elastic energy absorbing piece is smaller than that of the second energy absorbing piece; the first pivot is connected with the first elastic energy absorbing piece, the second energy absorbing piece is connected to the first elastic energy absorbing piece, and the second energy absorbing piece is used for being connected with the flying body.

Further, the first elastic energy absorbing piece is any one of a rubber piece, a spring, a buffer and a buffer rope.

Further, the second energy absorbing piece is any one of a rubber piece, a spring, a buffer rope and an energy absorbing box.

Further, the second energy absorbing piece is an energy absorbing box; the first supporting point is positioned above the second supporting point; the first elastic energy absorber is used for being pressed against the energy absorber box along with rotation of the landing gear body so as to enable the energy absorber box to collapse.

Further, the landing gear assembly includes an actuation block and a stop; the actuating block is connected to the first elastic energy absorbing piece, and the energy absorbing box is connected to the actuating block; the actuating block is used for moving along the direction close to the energy absorption box under the pushing of the first elastic energy absorption piece so as to push the energy absorption box to collapse;

The stop is connected to the actuation block and the flying body; the stop piece is used for preventing the actuating block from moving in a direction approaching the energy absorption box in a non-fracture state, and the stop piece is used for breaking when the shearing force born by the stop piece reaches a preset acting force threshold value.

Further, the stopper is a breaking pin, a first end of the breaking pin penetrates through the actuating block, and a second end of the breaking pin is used for penetrating through the flying body.

Further, the actuating block is slidably connected to the flying body along a first moving direction through a guide structure, and the first moving direction is a direction in which the actuating block approaches the energy absorption box.

Further, the landing gear body is formed by joining a plurality of pipe bodies.

Further, the landing gear body has a first longitudinal tube section, a second longitudinal tube section, and a transverse tube section; the first longitudinal pipe section and the second longitudinal pipe section are arranged at intervals along the horizontal direction, the first end of the first longitudinal pipe section is used for being hinged to the flying body, the first end of the second longitudinal pipe section is used for being hinged to the flying body, the first end of the transverse pipe section is connected with the second end of the first longitudinal pipe section, and the second end of the transverse pipe section is connected with the second end of the second longitudinal pipe section.

Further, the landing gear body has a cross bar, a first end of which is connected to the middle of the first longitudinal tube section, and a second end of which is connected to the middle of the second longitudinal tube section.

Further, the wall thickness of the first longitudinal tube segment gradually decreases from the first end of the first longitudinal tube segment to the second end of the first longitudinal tube segment.

Further, the wall thickness of the second longitudinal tube segment gradually decreases from the first end of the second longitudinal tube segment to the second end of the second longitudinal tube segment.

Further, the landing gear body is formed by jointing a plurality of pipe bodies; the landing gear body has a first longitudinal tube section, a second longitudinal tube section, and a transverse tube section; the first longitudinal pipe section and the second longitudinal pipe section are arranged at intervals along the horizontal direction, the first end of the first longitudinal pipe section is used for being hinged on the flying body, the first end of the second longitudinal pipe section is used for being hinged on the flying body, the first end of the transverse pipe section is connected with the second end of the first longitudinal pipe section, and the second end of the transverse pipe section is connected with the second end of the second longitudinal pipe section;

the landing gear assembly includes a connection sleeve; the first end of the connecting sleeve is sleeved at the first end of the first longitudinal pipe section and/or the first end of the second longitudinal pipe section, and the first supporting point and the second supporting point are arranged at the second end of the connecting sleeve.

Correspondingly, the application also proposes a flying vehicle comprising a flying body and a landing gear assembly of an aircraft as described above; the landing gear body is hinged to the flying body, and the second connecting portion is connected to the flying body.

Further, the flying vehicle includes at least four landing gear assemblies; the flying body is provided with at least four corner parts which are circumferentially arranged at intervals on a horizontal plane; at least four landing gear components are arranged on the at least four corner parts in a one-to-one correspondence.

Compared with the prior art, the application has the beneficial effects that:

The landing gear assembly of the aircraft provided by the application is characterized in that the landing gear body is hinged to the flying body, and a buffer assembly is correspondingly arranged between the landing gear body and the flying body; therefore, when the aircraft lands, the landing gear body rotates relative to the flying body after the landing gear body touches the ground, and the landing gear body drives the buffer component to generate elastic deformation and/or plastic deformation, so that the buffer component can absorb impact energy by utilizing the elastic deformation and/or plastic deformation of the buffer component, the effect of energy absorption and buffering is achieved, and the aircraft can resist impact load during landing and land stably. Compared with the traditional wheel type landing gear, the structure of the landing gear assembly is simpler and lighter, the traditional skid type landing gear is improved to absorb impact energy only by means of self deformation, and the energy absorption efficiency is higher; in addition, for the aircraft with the separable combination of the land travelling body and the flying body, after the landing gear assembly is folded and stored on the flying body, the flying body with less occupied space can be conveniently stored in the land travelling body, so that convenience is provided for full automation of the separable combination of the land travelling body and the flying body.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to the structures shown in these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic overall construction of an embodiment of a landing gear assembly of an aircraft of the present application;

FIG. 2 is an enlarged schematic view of FIG. 1 at A;

FIG. 3 is an enlarged exploded view of FIG. 1 at A;

FIG. 4 is a schematic view of a partial perspective view of an embodiment of a flying vehicle according to the present application;

FIG. 5 is a schematic side view of an embodiment of a flying vehicle according to the present application;

fig. 6 is a schematic perspective view of a flight vehicle according to an embodiment of the present application.

Reference numerals illustrate:

Reference numerals	Name of the name	Reference numerals	Name of the name
				1	Flying body	204	Second longitudinal pipe section
2	Landing gear body	205	Transverse pipe section
				3	Cushioning assembly	206	Cross bar
4	Connecting seat	301	First elastic energy absorbing piece
				5	Actuating block	302	Second energy absorbing member
6	Stop piece	401	Bottom plate
				7	Connecting sleeve	402	First ear part
101	Second connecting hole	501	First connecting hole
				102	Chassis	502	Mating part
201	First pivot point	601	Breaking pin
				202	Second pivot	3021	Energy absorption box
203	First longitudinal pipe section

The achievement of the objects, functional features and advantages of the present application will be further described with reference to the accompanying drawings, in conjunction with the embodiments.

Detailed Description

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

It should be noted that, if directional indications (such as up, down, left, right, front, and rear … …) are included in the embodiments of the present application, the directional indications are merely used to explain the relative positional relationship, movement conditions, etc. between the components in a specific posture, and if the specific posture is changed, the directional indications are correspondingly changed.

In addition, if there is a description of "first", "second", etc. in the embodiments of the present application, the description of "first", "second", etc. is for descriptive purposes only and is not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, if "and/or" and/or "are used throughout, the meaning includes three parallel schemes, for example," a and/or B "including a scheme, or B scheme, or a scheme where a and B are satisfied simultaneously. In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present application.

An embodiment of the present application provides a landing gear assembly for an aircraft, the aircraft comprising a flight body 1, see figures 1,4 and 5, the landing gear assembly comprising a landing gear body 2 and a buffer assembly 3; wherein:

the landing gear body 2 is hinged to the flight body 1, and the landing gear body 2 is used for rotating relative to the flight body 1 along a first rotating direction during landing;

The buffer assembly 3 is provided with a first connecting part and a second connecting part which are oppositely arranged; the first connecting part is connected to the landing gear body 2, and the second connecting part is used for connecting the flying body 1; the damping assembly 3 is adapted to elastically and/or plastically deform in response to rotation of the landing gear body 2 to inhibit rotation of the landing gear body 2 relative to the flight body 1 in a first rotational direction.

In the present embodiment, the aircraft includes a helicopter, a flying car, or the like, and the flying body 1 may refer to a main body portion of the flying vehicle. The landing gear body 2 may be of an integral structure, for example, a supporting plate may be directly adopted, and the landing gear body 2 may also be formed by connecting a plurality of structural members, for example, a plurality of profile members and steel structural members may be connected by locking, welding, fastening, and the like, which is not limited herein. As shown in fig. 1, the upper side of the landing gear body 2 is a connection portion, the lower side of the landing gear body 2 is a landing portion, and the connection portion of the landing gear body 2 may be hinged to the flight body 1 about an axis having a horizontal component; preferably, the connection portion of the landing gear body 2 is hinged to the front and rear sides and/or the left and right sides of the flying body 1 around a horizontal axis, and the landing gear body 2 is inclined downward in a direction horizontally away from the flying body 1; based on the above arrangement, during landing of an aircraft, after the landing part of the landing gear body 2 contacts the ground, the impact energy will drive the landing gear body 2 to rotate upwards relative to the flight body 1.

The buffer component 3 can comprise any solid medium with elastic deformation capability, solid medium capable of achieving an energy absorption buffer effect through plastic deformation, fluid medium with an energy absorption buffer function and the like; the buffer assembly 3 may be a single buffer device or a combination of multiple buffer devices; taking the buffer assembly 3 as an example, a single spring is adopted, at this time, the first connecting portion and the second connecting portion of the buffer assembly 3 correspond to two ends of the spring respectively. It will be appreciated that as the landing gear body 2 rotates relative to the flight body 1 during landing, a partial region of the landing gear body 2 will gradually approach the flight body 1, while a partial region of the landing gear body 2 will gradually move away from the flight body 1; based on this, when the buffer assembly 3 adopts a form of realizing buffering and energy absorption through compression, the first connection part of the buffer assembly 3 can be connected to the region of the landing gear body 2 gradually approaching the flying body 1 during rotation, at this time, the buffer assembly 3 will apply pushing force to the landing gear body 2 to prevent the landing gear body 2 from continuing to rotate relative to the flying body 1 along the first rotation direction, and the landing gear body 2 also converts impact energy into energy of other forms such as internal energy through compressing the buffer assembly 3, so as to realize absorption of the impact energy; when the buffer assembly 3 is in a form of absorbing energy by stretching, the first connecting portion of the buffer assembly 3 can be connected to an area of the landing gear body 2 gradually away from the flying body 1 in the rotation process, and at this time, the buffer assembly 3 applies a stretching force to the landing gear body 2 to prevent the landing gear body 2 from continuing to rotate relative to the flying body 1 along the first rotation direction, and the landing gear body 2 also converts impact energy into energy in other forms such as internal energy through stretching the buffer assembly 3, so as to absorb the impact energy.

It can be seen that the landing gear assembly of the aircraft provided in this embodiment is provided with the landing gear body 2 hinged to the flight body 1, and the buffer assembly 3 is correspondingly provided between the landing gear body 2 and the flight body 1; thus, when the aircraft lands, the landing gear body 2 rotates relative to the flying body 1 after the landing gear body 2 contacts the ground, and the landing gear body 2 drives the buffer component 3 to generate elastic deformation and/or plastic deformation, so that the buffer component 3 can absorb impact energy by utilizing the elastic deformation and/or plastic deformation of the landing gear body, the effect of energy absorption and buffering is achieved, and the aircraft can resist impact load during landing and land stably. The structure of this undercarriage subassembly is more succinct light in traditional wheeled undercarriage, and has improved traditional skid formula undercarriage and only relied on self deformation to absorb the mode of impact energy, and energy-absorbing efficiency is higher.

In addition, the existing aircraft generally has two functions of flying and land traveling, and the aircraft has multiple forms, wherein one form is to decouple the scenes of flying and land traveling, and the aircraft consists of two parts, one part is a land traveling body and the other part is a flying body; the land body can run on the ground, the flying body flies in the air when needed, and the land body can be combined with the flying body to form an integrated aircraft. With the aircraft in this form, after the landing gear assembly is folded and stored on the flying body 1, the flying body with less space occupation can be conveniently stored in the land body, so that convenience is provided for full automation of separation and combination of the land body and the flying body.

Optionally, referring to fig. 1, in some embodiments, the landing gear body 2 has a first fulcrum 201 and a second fulcrum 202; the first fulcrum 201 and the second fulcrum 202 have a height difference, the first fulcrum 201 is connected with the first connecting portion, and the second fulcrum 202 is used for being hinged on the flying body 1.

Specifically, the first fulcrum 201 and the second fulcrum 202 may be connection ears disposed on the upper side of the landing gear body 2; by providing the first pivot 201 and the second pivot 202, it is easier to hinge the landing gear body 2 to the flight body 1 and to apply a force to the cushioning assembly 3 using the landing gear body 2. When the first fulcrum 201 is located above the second fulcrum 202, the first fulcrum 201 gradually approaches the flying body 1 along with the rotation of the landing gear body 2, and the buffer assembly 3 should adopt a form of buffering and absorbing energy through compression, the first fulcrum 201 may be kept connected with the first connection portion of the buffer assembly 3, or may adopt a form that the first fulcrum 201 is separable from the first connection portion of the buffer assembly 3, and when adopting the separable form, the first fulcrum 201 contacts with the first connection portion of the buffer assembly 3 and compresses the buffer assembly 3 only when the landing gear body 2 rotates to a preset angle; when the first supporting point 201 is located below the second supporting point 202, the first supporting point 201 gradually moves away from the flying body 1 along with the rotation of the landing gear body 2, and the buffer assembly 3 should take the form of buffering energy absorption through stretching, and the first supporting point 201 should be connected with the first connecting portion of the buffer assembly 3 to form a stretching effect on the buffer assembly 3.

Optionally, referring to fig. 1, in some embodiments, the first fulcrum 201 is located above the second fulcrum 202; the second connecting portion is used for pressing against the flying body 1 along with the rotation of the landing gear body 2, so that the buffer assembly 3 is compressed to generate elastic deformation and/or plastic deformation.

Specifically, in the present embodiment, the first fulcrum 201 gradually approaches the flying body 1 along with the rotation of the landing gear body 2, and the buffering component 3 should take a form of buffering and absorbing energy through compression; the first supporting point 201 can be kept connected with the first connecting part of the buffer assembly 3, when the landing gear body 2 rotates relative to the flying body 1 during landing, the landing gear body 2 directly applies pushing force to the first connecting part of the buffer assembly 3, and the second connecting part of the buffer assembly 3 is pressed against the flying body 1, so that the buffer assembly 3 is compressed to realize energy absorption and buffer; in addition, the first supporting point 201 and the first connecting portion of the buffering component 3 may be detachable, and at this time, the first supporting point 201 needs to contact with the first connecting portion of the buffering component 3 and apply a pushing force to the first connecting portion when the landing gear body 2 rotates to a preset angle relative to the flying body 1, and the second connecting portion of the buffering component 3 is pressed against the flying body 1, so that the buffering component 3 is compressed to realize energy absorption buffering.

Alternatively, referring to fig. 1 to 3, in some embodiments, the landing gear assembly comprises a connection seat 4; the connecting seat 4 is provided with a bottom plate 401 and a first lug 402, the first lug 402 is arranged on one side surface of the bottom plate 401, the first pivot 201 is hinged on the first lug 402, and the other side surface of the bottom plate 401 is attached to the first connecting part.

Based on the form that the energy absorption buffer is realized by compressing the buffer component 3 in the above embodiment, the connecting seat 4 is correspondingly added between the first supporting point 201 and the buffer component 3 in the embodiment, so that on one hand, the first supporting point 201 of the landing gear body 2 is more conveniently hinged on the rigid connecting seat 4, and the problem that the flexible buffer component 3 is inconvenient to hinge is solved; on the other hand, the bottom plate 401 of the connecting seat 4 can be used for increasing the contact area between the first pivot 201 and the buffer component 3, so that the buffer component 3 can be uniformly stressed in the same direction under the pushing of the bottom plate 401, and the energy absorption and buffer effects are improved. Wherein the other side of the bottom plate 401 may remain connected to the first connection portion of the buffer assembly 3.

Alternatively, referring to fig. 1-3, in some embodiments, the second fulcrum 202 is detachably hinged to the flight body 1.

Based on the form that the bottom plate 401 of the connecting seat 4 is kept connected with the first connecting portion of the buffer assembly 3 in the above embodiment, the landing gear body 2 can be rotated around the first fulcrum 201 to an angle fitting with the flying body 1 after the hinged relationship between the second fulcrum 202 and the flying body 1 is released, so that the folding and storage of the landing gear body 2 can be conveniently realized.

Alternatively, referring to fig. 1-3, in some embodiments, the cushion assembly 3 includes a first resilient energy absorber 301 and a second energy absorber 302; the elastic coefficient of the first elastic energy absorbing member 301 is smaller than that of the second energy absorbing member 302; the first supporting point 201 is connected with the first elastic energy absorbing piece 301, the second energy absorbing piece 302 is connected to the first elastic energy absorbing piece 301, and the second energy absorbing piece 302 is used for being connected with the flying body 1.

In this embodiment, specifically, the first elastic energy absorbing member 301 should be a cushioning member with elastic deformation capability, for example, any one of a rubber member, a spring, a damper, and a cushioning rope may be selected; the second energy absorbing member 302 may be a cushioning member having elastic deformation capability, or may be an energy absorbing member capable of only plastic deformation, for example, any one of a rubber member, a spring, a damper, a cushioning rope, and an energy absorbing box 3021 may be used. The first elastic energy absorbing member 301 and the second energy absorbing member 302 may each take the form of energy absorption buffering by compression or energy absorption buffering by stretching; whereas, based on the form that the first supporting point 201 of the landing gear body 2 is connected to the first connecting portion of the cushion assembly 3 through the connecting seat 4 in the above embodiment, the first elastic energy absorbing member 301 and the second energy absorbing member 302 should take the form of energy absorbing and buffering by compression, and at this time, the bottom plate 401 of the connecting seat 4 should be connected to the first elastic energy absorbing member 301 as shown in fig. 2.

Based on the above arrangement, when the landing gear body 2 rotates relative to the flying body 1 in the landing process, based on the characteristic that the first elastic energy absorbing member 301 with a smaller elastic coefficient still can elastically deform under a smaller acting force, the first supporting point 201 of the landing gear body 2 will drive the first elastic energy absorbing member 301 to elastically deform first, so as to realize the absorption of smaller impact energy under a smaller impact load, and achieve a good buffering effect; when the aircraft fails and causes a larger impact load during landing and an overload condition occurs, the first elastic energy absorbing member 301 can further drive the second energy absorbing member 302 with a larger elastic coefficient to elastically deform or plastically deform after being compressed or stretched to a certain extent, so that larger impact energy can be absorbed through the deformation of the second energy absorbing member 302, and the overload is reduced.

Therefore, the sectional energy absorption buffer mode is adopted in the embodiment, so that the buffer sensitivity can be ensured, the first elastic energy absorption piece 301 is utilized to quickly react under the condition of smaller impact load, smaller impact energy is absorbed, a good buffer effect is obtained, the absorption of larger impact energy can be realized through the deformation of the second energy absorption piece 302 under the overload condition, and the purposes of reducing overload, reducing damage to an aircraft and passengers and improving the safety of the aircraft are achieved.

Alternatively, referring to fig. 1-3, in some embodiments, the second energy absorber 302 is a crash box 3021; the first fulcrum 201 is located above the second fulcrum 202; the first elastic energy absorber 301 is used for pressing against the energy absorber box 3021 along with the rotation of the landing gear body 2, so that the energy absorber box 3021 collapses.

In this embodiment, the energy-absorbing box 3021 may be selected from energy-absorbing boxes 3021 used in vehicles such as automobiles and airplanes, and the energy-absorbing box 3021 may achieve the effect of collapsing and absorbing energy through collapsing deformation of itself under the condition of being collapsed, so that larger impact energy may be absorbed under the condition of overload occurring in the landing process of the aircraft, and the purposes of reducing overload, reducing damage to the aircraft and passengers, and improving safety of the aircraft are achieved.

Alternatively, referring to fig. 1-3, in some embodiments, the landing gear assembly includes an actuation block 5 and a stop 6; the actuating block 5 is connected to the first elastic energy absorber 301, and the energy absorber box 3021 is connected to the actuating block 5; the actuating block 5 is configured to move in a direction approaching to the energy-absorbing box 3021 under the pushing of the first elastic energy-absorbing member 301, so as to push the energy-absorbing box 3021 to collapse;

The stop 6 is connected to the actuation block 5 and to the flight body 1; the stopper 6 is for preventing the actuator block 5 from moving in a direction approaching the crash box 3021 in a non-broken state, and the stopper 6 is for breaking when the shearing force applied reaches a preset force threshold.

In the embodiment adopting the segmented energy absorption buffering, under the condition of small impact load in the landing process of the aircraft, the landing gear body 2 still inevitably indirectly drives the second energy absorbing piece 302 to deform to a certain extent, and when the second energy absorbing piece 302 adopts the buffering devices which cannot be recovered after deformation such as the energy absorbing box 3021, the energy absorbing box 3021 is subjected to fatigue damage due to frequent stress, so that the energy absorbing box 3021 is deformed and fails prematurely.

In view of this problem, in the present embodiment, the actuating block 5 is disposed between the energy absorber 3021 and the first elastic energy absorber 301, and the stopper 6 is disposed between the actuating block 5 and the flying body 1; the stopper 6 may be any structural member that may break under a certain shearing force, where the direction of the shearing force is the compression direction of the first elastic energy absorbing member 301; the stopper 6 needs to be connected to the actuating block 5 and the flying body 1 at the same time by direct connection or indirect connection, for example, the stopper 6 may be configured as a rod-shaped part penetrating through the actuating block 5 and the flying body 1 at the same time, or the stopper 6 may be configured as a solidified glue layer filled between the actuating block 5 and the flying body 1, and may be flexibly configured according to needs in practical application, which is not limited herein. Based on the above arrangement, in the case that the impact load is small during landing of the aircraft, the shearing force applied by the landing gear body 2 and the first elastic energy absorber 301 borne by the stopper 6 does not reach the preset force threshold, at this time, the stopper 6 can still maintain the connection between the actuating block 5 and the flying body 1, so that the actuating block 5 cannot move relative to the flying body 1, and thus the actuating block 5 cannot generate pushing force on the energy absorber 3021; under the condition of large impact load in the landing process of the aircraft, the shearing force applied by the landing gear body 2 and the first elastic energy absorbing piece 301 borne by the stopping piece 6 reaches the preset acting force threshold value, at the moment, the stopping piece 6 breaks, so that the actuating block 5 is decoupled from the aircraft body 1, the actuating block 5 moves along the direction approaching the energy absorbing box 3021 and generates pushing acting force on the energy absorbing box 3021, and the energy absorbing box 3021 is crushed to realize collapse energy absorption.

Therefore, the movement of the actuating block 5 is limited by the stopper 6 in the present embodiment, so that the energy-absorbing box 3021 can only play a role when the landing impact load reaches a certain strength, so that the problem that the energy-absorbing box 3021 is still frequently stressed and is damaged by fatigue too early under the condition of small landing impact load can be avoided, and the service life of the energy-absorbing box 3021 is prolonged.

Alternatively, referring to fig. 1-3, in some embodiments, the stop 6 is a break-off pin 601, a first end of the break-off pin 601 being provided in the actuation block 5, a second end of the break-off pin 601 being provided for being provided in the flight body 1.

In this embodiment, the actuating block 5 may be correspondingly provided with a first connecting hole 501, the flying body 1 may be correspondingly provided with a second connecting hole 101, the first end of the breaking pin 601 is inserted into the first connecting hole 501, the second end of the breaking pin 601 is inserted into the second connecting hole 101, and the extending direction of the breaking pin 601 is preferably a direction perpendicular to the compression direction of the first elastic energy absorbing member 301. By providing the breaking pin 601, the connection between the actuating block 5 and the flying body 1 can be conveniently completed; when the impact load in the landing process of the aircraft is large, the shearing force borne by the breaking pin 601 reaches the preset force threshold value, and at the moment, the breaking pin 601 breaks, so that the actuating block 5 is decoupled from the flying body 1, the actuating block 5 moves along the direction close to the energy-absorbing box 3021 and generates pushing force on the energy-absorbing box 3021, and the energy-absorbing box 3021 is crushed to collapse and absorb energy.

Alternatively, referring to fig. 1-3, in some embodiments, the actuator block 5 is slidably coupled to the flight body 1 via a guide structure along a first direction of movement, which is the direction in which the actuator block 5 approaches the energy absorber box 3021.

In this embodiment, the guiding structure can form a limiting effect on the actuating block 5, so as to avoid the actuating block 5 from moving in other directions, and ensure that the actuating block 5 can stably apply a pushing force to the energy-absorbing box 3021 in the first moving direction, thereby achieving the best energy-absorbing and buffering effect.

As shown in fig. 3, the guiding structure may include a guiding portion (not shown in the drawing) and a mating portion 502, where the guiding portion is disposed on the flying body 1, and the mating portion 502 is disposed on the actuating block 5; one of the guide portion and the mating portion 502 is a protruding portion, and the other of the guide portion and the mating portion 502 is a recessed portion.

Further, on the basis of any of the above embodiments, referring to fig. 1 to 3, in some embodiments, the landing gear body 2 is joined by a plurality of tubes.

Specifically, the landing gear body 2 can be formed by connecting a plurality of pipe bodies in a locking, welding, buckling connection and other modes, so that the landing gear body 2 is lighter; the pipe body can be round steel pipes, aluminum pipes or other types of pipe fittings, and the arrangement mode of the pipe body can be flexibly set according to actual requirements, and the pipe body is not limited herein.

Based on the form in which the landing gear body 2 is joined by a plurality of tubes in the above-described embodiments, referring to fig. 1, in some embodiments the landing gear body 2 has a first longitudinal tube segment 203, a second longitudinal tube segment 204, and a transverse tube segment 205; the first longitudinal pipe section 203 and the second longitudinal pipe section 204 are arranged at intervals along the horizontal direction, the first end of the first longitudinal pipe section 203 is used for being hinged on the flying body 1, the first end of the second longitudinal pipe section 204 is used for being hinged on the flying body 1, the first end of the transverse pipe section 205 is connected with the second end of the first longitudinal pipe section 203, and the second end of the transverse pipe section 205 is connected with the second end of the second longitudinal pipe section 204.

As shown in fig. 1, a first end of the first longitudinal tube segment 203 may be hinged to the flight body 1 about a first axis, and a first end of the second longitudinal tube segment 204 may be hinged to the flight body 1 about a second axis, the first axis may be disposed in line with the second axis in a horizontal direction. The landing gear body 2 formed based on the embodiment improves the inherent structural form of the traditional skid landing gear, and the structure is simpler and lighter on the premise of ensuring the structural strength and meeting the bearing requirement, so that the landing gear body 2 is more convenient to fold, store and integrate.

Alternatively, referring to fig. 1-3, in some embodiments, the landing gear body 2 has a cross-bar 206, a first end of the cross-bar 206 being connected to a middle portion of the first longitudinal tube segment 203, and a second end of the cross-bar 206 being connected to a middle portion of the second longitudinal tube segment 204.

Specifically, by providing the cross bar 206, a reinforcing effect can be formed on the landing gear body 2, so that the structural strength of the landing gear body 2 can be improved, and the bearing requirement of the aircraft can be better met.

Alternatively, referring to fig. 1-3, in some embodiments, the wall thickness of the first longitudinal tube segment 203 gradually decreases from the first end of the first longitudinal tube segment 203 to the second end of the first longitudinal tube segment 203.

Alternatively, referring to fig. 1-3, in some embodiments, the wall thickness of the second longitudinal tube segment 204 gradually decreases from the first end of the second longitudinal tube segment 204 to the second end of the second longitudinal tube segment 204.

Specifically, it is known by analyzing the stress condition of the landing gear body 2 that, for the first longitudinal pipe section 203 and the second longitudinal pipe section 204, the closer to the upper hinge portion, the more the bending moment is superimposed, that is, the closer to the upper hinge portion, the more serious the load is applied; and when the aircraft lands, the main stress part is the transverse pipe section 205; based on the above consideration, in this embodiment, the first longitudinal pipe section 203 and the second longitudinal pipe section 204 are correspondingly configured in a structure in which the pipe walls gradually decrease from top to bottom, so that the bearing capacity near the hinge part can be ensured by the larger pipe wall thickness, the purpose of reducing the overall weight of the aircraft can be achieved by reducing the pipe wall thickness of the lower loaded light part, the wall thicknesses of the first longitudinal pipe section 203 and the second longitudinal pipe section 204 are reasonably distributed, and the light development of the aircraft is facilitated.

Alternatively, referring to fig. 1 to 3, in some embodiments, the landing gear assembly comprises a connection sleeve 7; the first end of the connecting sleeve 7 is sleeved on the first end of the first longitudinal pipe section 203 and/or the first end of the second longitudinal pipe section 204, and the first supporting point 201 and the second supporting point 202 are arranged on the second end of the connecting sleeve 7.

As shown in fig. 1, when the landing gear body 2 adopts a structure formed by joining a plurality of pipe bodies, the upper end of the first longitudinal pipe section 203 and the upper end of the second longitudinal pipe section 204 can be correspondingly sleeved with the connecting sleeve 7, so that the structure of forming the first supporting point 201 and the second supporting point 202 by processing connecting lugs and the like on the connecting sleeve 7 is more convenient; and the first fulcrum 201 and the second fulcrum 202 are severely loaded due to hinging, so that the damage condition is easy to occur, and the landing gear body 2 is not required to be integrally replaced by replacing the connecting sleeve 7, so that the service life of the landing gear body 2 is prolonged.

Correspondingly, an embodiment of the present application also provides a flying vehicle, see fig. 4 to 6, comprising a flying body 1 and a landing gear assembly of the aircraft of any of the above embodiments; the landing gear body 2 is hinged to the flight body 1, and the second connecting portion is connected to the flight body 1.

In this embodiment, the flying vehicle includes, but is not limited to, a helicopter and a flying car, the flying body 1 is a main body part of the flying vehicle, and the landing gear assemblies in the above embodiments may be disposed on the flying body 1 to perform a stable supporting function on the flying body 1. In particular, as shown in fig. 4 and 5, the landing gear assembly may be attached to the chassis 102 of the flight body 1.

Based on the improvement of the landing gear assembly in the above embodiment, when the flying vehicle lands, the landing gear body 2 rotates relative to the flying body 1 after the landing, and the landing gear body 2 drives the buffer assembly 3 to generate elastic deformation and/or plastic deformation, so that the buffer assembly 3 can absorb impact energy by utilizing the elastic deformation and/or plastic deformation of itself, thereby achieving the effect of energy absorption and buffering, and enabling the flying vehicle to resist impact load during landing and land stably. Compared with the traditional wheel type landing gear, the structure of the landing gear assembly is simpler and lighter, the traditional skid type landing gear is improved to absorb impact energy only by means of self deformation, and the energy absorption efficiency is higher; in addition, for the flying vehicle with the separable combination of the land line body and the flying body, after the landing gear assembly is folded and stored on the flying body 1, the flying body with less occupied space can be conveniently stored in the land line body, thereby providing convenience for the full automation of the separable combination of the land line body and the flying body.

Because the flight vehicle adopts all the technical schemes of all the embodiments, the flight vehicle has at least all the beneficial effects brought by the technical schemes of the embodiments, and the description is omitted herein.

Alternatively, referring to fig. 4-6, in some embodiments, the flying vehicle includes at least four landing gear assemblies; the flying body 1 is provided with at least four corner parts which are circumferentially arranged at intervals on a horizontal plane; at least four landing gear components are arranged on at least four corner parts in a one-to-one correspondence.

In the present embodiment, taking a rectangular shape as shown in fig. 4 as an example of the projection shape of the chassis 102 of the flying body 1 on the horizontal plane, the chassis 102 has four corner portions; with the traveling direction of the flight body 1 as a reference from the rear to the front, four corner portions may be located at the left front end, the right front end, the left rear end and the right rear end of the flight body 1, respectively, and four landing gear assemblies are also disposed at the left front end, the right front end, the left rear end and the right rear end of the flight body 1, respectively, corresponding to the corner portions, as shown in fig. 4 and 6, to form a stable supporting structure.

The front landing gear and the rear landing gear of the traditional skid landing gear are fixedly connected together through a whole skid pipe and used for bearing heading load and landing shock load during landing, and the folding storage in a limited space cannot be realized by the structural form. In this embodiment, the four landing gear assemblies shown in fig. 4 and 6 are adopted, so that the skid pipes in the conventional skid landing gear are separated from each other, the conventional skid landing gear is changed into four split landing gear assemblies, the four landing gear assemblies are respectively arranged at four corner parts of the flying body 1, the bearing capacity is ensured, the volume of the landing gear part is greatly reduced, and the landing gear part is folded and contained in a small space.

In practical applications, the number of corner portions on the chassis 102 of the flight body 1 may be more than four, and at this time, the number and distribution positions of the landing gear components should be correspondingly adjusted according to the corner portions, so that only the effects of stable supporting and folding and storing functions are required to be achieved, which is not described in detail herein.

It should be noted that, the landing gear assembly of the aircraft and other contents of the flight vehicle disclosed in the present application may be referred to the prior art, and will not be described herein.

The foregoing is only an optional embodiment of the present application, and is not limited to the scope of the patent application, and all equivalent structural changes made by the description of the present application and the accompanying drawings or direct/indirect application in other related technical fields are included in the scope of the patent application.

Claims (18)

1. A landing gear assembly for an aircraft, the aircraft including a flight body, the landing gear assembly comprising:

The landing gear body is used for being hinged to the flight body, and the landing gear body is used for rotating relative to the flight body along a first rotating direction in the landing process;

The buffer assembly is provided with a first connecting part and a second connecting part which are oppositely arranged; the first connecting part is connected to the landing gear body, and the second connecting part is used for connecting the flying body; the buffer assembly is used for generating elastic deformation and/or plastic deformation along with the rotation of the landing gear body so as to prevent the landing gear body from rotating relative to the flying body along the first rotation direction.

2. The aircraft landing gear assembly of claim 1, wherein the landing gear body has a first fulcrum and a second fulcrum; the first fulcrum and the second fulcrum have a height difference, the first fulcrum is connected with the first connecting part, and the second fulcrum is used for being hinged on the flying body.

3. The aircraft landing gear assembly of claim 2, wherein the first pivot point is located above the second pivot point; the second connecting part is used for propping against the flying body along with the rotation of the landing gear body so as to enable the buffer assembly to be compressed to generate elastic deformation and/or plastic deformation.

4. A landing gear assembly according to claim 3, wherein the landing gear assembly comprises a connection seat; the connecting seat is provided with a bottom plate and a first lug, the first lug is arranged on one side surface of the bottom plate, the first pivot is hinged to the first lug, and the other side surface of the bottom plate is attached to the first connecting portion.

5. An aircraft landing gear assembly according to claim 4, wherein the second fulcrum is detachably hinged to the flight body.

6. The aircraft landing gear assembly of claim 2, wherein the cushioning assembly includes a first resilient energy absorber and a second energy absorber; the elastic coefficient of the first elastic energy absorbing piece is smaller than that of the second energy absorbing piece; the first pivot is connected with the first elastic energy absorbing piece, the second energy absorbing piece is connected to the first elastic energy absorbing piece, and the second energy absorbing piece is used for being connected with the flying body.

7. The aircraft landing gear assembly of claim 6, wherein the first resilient energy absorbing member is any one of a rubber member, a spring, a bumper rope;

and/or the second energy absorbing piece is any one of a rubber piece, a spring, a buffer rope and an energy absorbing box.

8. The aircraft landing gear assembly of claim 6, wherein the second energy absorber is a crash box; the first supporting point is positioned above the second supporting point; the first elastic energy absorber is used for being pressed against the energy absorber box along with rotation of the landing gear body so as to enable the energy absorber box to collapse.

9. The aircraft landing gear assembly of claim 8, wherein the landing gear assembly comprises an actuation block and a stop; the actuating block is connected to the first elastic energy absorbing piece, and the energy absorbing box is connected to the actuating block; the actuating block is used for moving along the direction close to the energy absorption box under the pushing of the first elastic energy absorption piece so as to push the energy absorption box to collapse;

The stop is connected to the actuation block and the flying body; the stop piece is used for preventing the actuating block from moving in a direction approaching the energy absorption box in a non-fracture state, and the stop piece is used for breaking when the shearing force born by the stop piece reaches a preset acting force threshold value.

10. An aircraft landing gear assembly according to claim 9, wherein the stop is a break-off pin, a first end of the break-off pin being provided through the actuation block and a second end of the break-off pin being provided through the flight body.

11. An aircraft landing gear assembly according to claim 9, wherein the actuator block is slidably connected to the flight body by a guide structure in a first direction of movement, the first direction of movement being the direction in which the actuator block approaches the crash box.

12. An aircraft landing gear assembly according to any one of claims 1 to 11, wherein the landing gear body is joined by a plurality of tubes.

13. The aircraft landing gear assembly of claim 12, wherein the landing gear body has a first longitudinal tube section, a second longitudinal tube section, and a transverse tube section; the first longitudinal pipe section and the second longitudinal pipe section are arranged at intervals along the horizontal direction, the first end of the first longitudinal pipe section is used for being hinged to the flying body, the first end of the second longitudinal pipe section is used for being hinged to the flying body, the first end of the transverse pipe section is connected with the second end of the first longitudinal pipe section, and the second end of the transverse pipe section is connected with the second end of the second longitudinal pipe section.

14. The aircraft landing gear assembly of claim 13, wherein the landing gear body has a cross bar, a first end of the cross bar being connected to a middle portion of the first longitudinal tube section, and a second end of the cross bar being connected to a middle portion of the second longitudinal tube section.

15. The aircraft landing gear assembly of claim 13, wherein the wall thickness of the first longitudinal tube section gradually decreases from the first end of the first longitudinal tube section to the second end of the first longitudinal tube section;

And/or the wall thickness of the second longitudinal tube section gradually decreases from the first end of the second longitudinal tube section to the second end of the second longitudinal tube section.

16. An aircraft landing gear assembly according to any of claims 2 to 11, wherein the landing gear body is joined by a plurality of tubes; the landing gear body has a first longitudinal tube section, a second longitudinal tube section, and a transverse tube section; the first longitudinal pipe section and the second longitudinal pipe section are arranged at intervals along the horizontal direction, the first end of the first longitudinal pipe section is used for being hinged on the flying body, the first end of the second longitudinal pipe section is used for being hinged on the flying body, the first end of the transverse pipe section is connected with the second end of the first longitudinal pipe section, and the second end of the transverse pipe section is connected with the second end of the second longitudinal pipe section;

the landing gear assembly includes a connection sleeve; the first end of the connecting sleeve is sleeved at the first end of the first longitudinal pipe section and/or the first end of the second longitudinal pipe section, and the first supporting point and the second supporting point are arranged at the second end of the connecting sleeve.

17. A flying vehicle comprising a flying body and the landing gear assembly of the aircraft of any one of claims 1 to 16; the landing gear body is hinged to the flying body, and the second connecting portion is connected to the flying body.

18. The flying vehicle of claim 17, wherein the flying vehicle comprises at least four of the landing gear assemblies; the flying body is provided with at least four corner parts which are circumferentially arranged at intervals on a horizontal plane; at least four landing gear components are arranged on the at least four corner parts in a one-to-one correspondence.