Landing gear assembly for an aircraft and a flying vehicle

Abstract

The application discloses an aircraft landing gear assembly and a flight vehicle, and relates to the technical field of transportation.The aircraft comprises a flight body, and the landing gear assembly comprises a landing gear body and a buffer assembly.The landing gear body is used for being hinged on the flight body, and the landing gear body is used for rotating relative to the flight body along a first rotating direction in a landing process.The buffer assembly has 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 flight body.The buffer assembly is used for elastically deforming and / or plastically deforming along with the rotation of the landing gear body, so as to prevent the landing gear body from rotating relative to the flight body along the first rotating direction.The landing gear assembly of the aircraft can solve the technical problems of the prior art, such as complex and heavy structure, low energy absorption efficiency, large occupied space and inconvenience in storage and integration.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of transportation, in particular to an undercarriage assembly of an aircraft and a flying vehicle. BACKGROUND

[0002] With the continuous development of science and technology, the application of aircraft is increasingly widespread. In addition to being used for video shooting, agricultural irrigation and fire rescue, aircraft can also be designed as flying vehicles with strong load capacity for cargo transportation and people's daily travel, thereby solving the problem of urban road congestion to a certain extent.

[0003] The undercarriage assembly is an important support system for landing, taking off, ground sliding and parking of flying vehicles such as helicopters and flying cars. It absorbs the impact energy generated by the flying vehicle with the ground during take-off and landing to ensure the safety of the flying vehicle.

[0004] Traditional undercarriages are mainly divided into wheel type undercarriages and skid type undercarriages. The wheel type undercarriage is heavy and complex in structure. The skid type undercarriage is simple in structure, but it only relies on its own deformation to absorb impact energy during landing, and the energy absorption efficiency is low. Moreover, the wheel part of the wheel type undercarriage and the skid part of the skid type undercarriage will occupy a lot of space, thereby making it inconvenient to store and integrate the flying vehicle. SUMMARY

[0005] The purpose of the present application is to provide an undercarriage assembly of an aircraft, which aims to solve the technical problems of the existing undercarriage structure being complex and heavy, the energy absorption efficiency being low, and the space being occupied being large, which makes it inconvenient to store and integrate.

[0006] In order to achieve the purpose, the technical scheme adopted by the present application is as follows:

[0007] An undercarriage assembly of an aircraft, the aircraft comprising a flight body, the undercarriage assembly comprising:

[0008] an undercarriage body, the undercarriage body being used for being hinged on the flight body, the undercarriage body being used for rotating relative to the flight body along a first rotation direction during landing;

[0009] a buffer assembly, the buffer assembly having oppositely arranged first and second connecting portions; the first connecting portion being connected to the undercarriage body, the second connecting portion being used for connecting the flight body; the buffer assembly being used for elastically deforming and / or plastically deforming with the rotation of the undercarriage body to prevent the undercarriage body from rotating relative to the flight body along the first rotation direction.

[0010] 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 flight body.

[0011] Further, the first fulcrum is located above the second fulcrum; the second connecting part is used for pressing on the flight body along with the rotation of the landing gear body, so that the buffer assembly is compressed to be elastically deformed and / or plastically deformed.

[0012] Further, the landing gear assembly comprises a connecting seat; the connecting seat has a bottom plate and a first lug, the first lug is arranged on one side of the bottom plate, the first fulcrum is hinged on the first lug, and the other side of the bottom plate is attached to the first connecting part.

[0013] Further, the second fulcrum is detachably hinged on the flight body.

[0014] Further, the buffer assembly comprises a first elastic energy-absorbing member and a second energy-absorbing member; the elastic coefficient of the first elastic energy-absorbing member is smaller than the elastic coefficient of the second energy-absorbing member; the first fulcrum is connected with the first elastic energy-absorbing member, the second energy-absorbing member is connected to the first elastic energy-absorbing member, and the second energy-absorbing member is used for connecting the flight body.

[0015] Further, the first elastic energy-absorbing member is any one of a rubber member, a spring, a bumper, and a buffer rope.

[0016] Further, the second energy-absorbing member is any one of a rubber member, a spring, a bumper, a buffer rope, and an energy-absorbing box.

[0017] Further, the second energy-absorbing member is an energy-absorbing box; the first fulcrum is located above the second fulcrum; and the first elastic energy-absorbing member is used for pressing on the energy-absorbing box along with the rotation of the landing gear body, so that the energy-absorbing box is collapsed.

[0018] Further, the landing gear assembly comprises an actuating block and a stopper; the actuating block is connected to the first elastic energy-absorbing member, and the energy-absorbing box is connected to the actuating block; the actuating block is used for moving in a direction close to the energy-absorbing box under the pushing of the first elastic energy-absorbing member, so as to push the energy-absorbing box to collapse;

[0019] The stopper is connected to the actuating block and the flight body; the stopper is used for preventing the actuating block from moving in the direction close to the energy-absorbing box in a non-fractured state, and the stopper is used for being fractured when the shear force borne by the stopper reaches a preset action force threshold.

[0020] Further, the stopper is a disconnecting pin, a first end of the disconnecting pin is arranged in the actuating block, and a second end of the disconnecting pin is arranged in the flight body.

[0021] Further, the actuating block is slidably connected to the flight body in a first moving direction through a guide structure, the first moving direction being a direction in which the actuating block approaches the energy absorption box.

[0022] Further, the landing gear body is formed by a plurality of pipe bodies.

[0023] Further, the landing gear body has a first longitudinal pipe segment, a second longitudinal pipe segment, and a transverse pipe segment; the first longitudinal pipe segment and the second longitudinal pipe segment are arranged in a horizontal direction with a spacing, a first end of the first longitudinal pipe segment is used for being hingedly connected to the flight body, a first end of the second longitudinal pipe segment is used for being hingedly connected to the flight body, a first end of the transverse pipe segment is connected to a second end of the first longitudinal pipe segment, and a second end of the transverse pipe segment is connected to a second end of the second longitudinal pipe segment.

[0024] Further, the landing gear body has a crossbar, a first end of the crossbar is connected to a middle part of the first longitudinal pipe segment, and a second end of the crossbar is connected to a middle part of the second longitudinal pipe segment.

[0025] Further, a wall thickness of the first longitudinal pipe segment gradually decreases from the first end of the first longitudinal pipe segment to the second end of the first longitudinal pipe segment.

[0026] Further, a wall thickness of the second longitudinal pipe segment gradually decreases from the first end of the second longitudinal pipe segment to the second end of the second longitudinal pipe segment.

[0027] Further, the landing gear body is formed by a plurality of pipe bodies; the landing gear body has a first longitudinal pipe segment, a second longitudinal pipe segment, and a transverse pipe segment; the first longitudinal pipe segment and the second longitudinal pipe segment are arranged in a horizontal direction with a spacing, a first end of the first longitudinal pipe segment is used for being hingedly connected to the flight body, a first end of the second longitudinal pipe segment is used for being hingedly connected to the flight body, a first end of the transverse pipe segment is connected to a second end of the first longitudinal pipe segment, and a second end of the transverse pipe segment is connected to a second end of the second longitudinal pipe segment.

[0028] The landing gear assembly comprises a connecting sleeve; a first end of the connecting sleeve is arranged in the first end of the first longitudinal pipe segment and / or the first end of the second longitudinal pipe segment, and the first supporting point and the second supporting point are arranged at a second end of the connecting sleeve.

[0029] Correspondingly, the application also provides a flight vehicle, which comprises a flight body and the landing gear assembly of the aircraft as described above; the landing gear body is hinged to the flight body, and the second connecting part is connected to the flight body.

[0030] Further, the flight vehicle comprises at least four landing gear assemblies; the flight body has at least four corner parts which are arranged in a circumferential direction on a horizontal plane; and at least four landing gear assemblies are arranged one by one on the at least four corner parts.

[0031] Compared with the prior art, the application has the following beneficial effects:

[0032] The landing gear assembly of the aircraft provided by the application sets the landing gear body in a form of being hinged to the flight body, and correspondingly sets the buffer assembly between the landing gear body and the flight body; in this way, when the aircraft lands, the landing gear body rotates relative to the flight body after touching the ground, and the landing gear body drives the buffer assembly to elastically deform and / or plastically deform, so that the buffer assembly can absorb impact energy by using its elastic deformation and / or plastic deformation, thereby achieving the effect of energy absorption and buffering, so that the aircraft can resist the impact load during landing and land smoothly. The structure of the landing gear assembly is more simple and light compared with the traditional wheel-type landing gear, and the way of absorbing impact energy by relying on the deformation of the traditional skid-type landing gear is improved, and the energy absorption efficiency is higher; in addition, for the aircraft in which the land body and the flight body can be separated and combined, after the landing gear assembly is folded and stored on the flight body, the flight body with a smaller occupied space can be conveniently stored in the land body, thereby providing convenience for the full automation of the separation and combination of the land body and the flight body. BRIEF DESCRIPTION OF DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only constitute some embodiments of the application, and for those skilled in the art, other drawings can also be obtained from the structures shown in the drawings without creative labor.

[0034] Figure 1 It is an overall structural schematic view of an embodiment of the landing gear assembly of the aircraft of the application;

[0035] Figure 2 It is an overall structural schematic view of an embodiment of the landing gear assembly of the aircraft of the application; Figure 1 It is an enlarged schematic view of position A in FIG. 4;

[0036] Figure 3 It is an enlarged structural schematic view of position A in FIG. 4; Figure 1 It is an exploded structural schematic view of position A in FIG. 4 after being enlarged;

[0037] Figure 4 Figure 8 is a partial perspective view of an embodiment of a flying vehicle of the present application;

[0038] Figure 5 Figure 9 is a side view of an embodiment of a flying vehicle of the present application;

[0039] Figure 6 Figure 10 is a complete perspective view of an embodiment of a flying vehicle of the present application.

[0040] BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Reference Name Reference Name 1 Flight body 204 Second longitudinal tube segment 2 Landing gear body 205 Transverse tube segment 3 Buffer assembly 206 Crossbar 4 Connecting seat 301 First elastic energy-absorbing piece 5 Actuating block 302 Second energy-absorbing piece 6 Stop piece 401 Bottom plate 7 Connecting sleeve 402 First ear 101 Second connecting hole 501 First connecting hole 102 Chassis 502 Fitting part 201 First fulcrum 601 Disconnecting pin 202 Second fulcrum 3021 Energy-absorbing box 203 First longitudinal tube segment

[0042] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0043] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0044] It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement condition, etc. between the components in a certain posture, and if the certain posture changes, the directional indications also change accordingly.

[0045] In addition, if the embodiments of the present application involve descriptions of "first", "second", etc., the descriptions of "first", "second", etc. are only for description purposes, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, "and / or" or "and / or" appearing throughout the text means that the three parallel solutions are included, for example, "A and / or B" includes A solution, or B solution, or A and B solutions are satisfied at the same time. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the scope of protection claimed by the present application.

[0046] An embodiment of the present application provides a landing gear assembly of an aircraft, the aircraft comprising a flying body 1, please refer toFigure 1 、 Figure 4 and Figure 5 The landing gear assembly comprises a landing gear body 2 and a buffer assembly 3; wherein:

[0047] The landing gear body 2 is used to be hinged on the flight body 1, and the landing gear body 2 is used to rotate relative to the flight body 1 along a first rotation direction during landing;

[0048] The buffer assembly 3 has a first connecting part and a second connecting part arranged oppositely; the first connecting part is connected to the landing gear body 2, and the second connecting part is used to connect the flight body 1; the buffer assembly 3 is used to elastically deform and / or plastically deform with the rotation of the landing gear body 2, so as to prevent the landing gear body 2 from rotating relative to the flight body 1 along the first rotation direction.

[0049] In the embodiment, the aircraft includes a helicopter, a flying car, and the like flight vehicle, and the flight body 1 can refer to the main body part of the flight vehicle. The landing gear body 2 can adopt an integrated structure, for example, can directly adopt a piece of support plate, or can be connected by multiple structural members, for example, can be connected by multiple profile members, steel structural members, and the like in a way of locking, welding, buckle connection, and the like, which is not limited here. As shown in Figure 1 The upper side of the landing gear body 2 is a connecting part, and the lower side of the landing gear body 2 is a landing part. The connecting part of the landing gear body 2 can be hinged on the flight body 1 around an axis with a horizontal component; preferably, the connecting part of the landing gear body 2 is hinged on the front and rear sides and / or left and right sides of the flight body 1 around a horizontal axis, and the landing gear body 2 is inclined downward along a horizontal direction away from the flight body 1. Based on the above arrangement, during the landing of the 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 upward relative to the flight body 1.

[0050] The buffer assembly 3 can include any solid medium with elastic deformation capability, solid medium capable of absorbing energy by plastic deformation, and fluid medium with energy absorption and buffering function, etc. The buffer assembly 3 can be a single buffer device, or a combination of multiple buffer devices. Taking a single spring as an example, the first connecting part and the second connecting part of the buffer assembly 3 correspond to the two ends of the spring, respectively. It can be understood that when the landing gear body 2 rotates relative to the flight body 1 during landing, part of the landing gear body 2 will gradually approach the flight body 1, and part 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 absorbing energy by compression, the first connecting part of the buffer assembly 3 can be connected to the area of the landing gear body 2 that gradually approaches the flight body 1 during rotation. At this time, the buffer assembly 3 will exert a pushing force on the landing gear body 2 to prevent the landing gear body 2 from continuing to rotate relative to the flight body 1 in the first rotation direction, and the landing gear body 2 also converts the impact energy into internal energy or other forms of energy by compressing the buffer assembly 3, thereby achieving the absorption of impact energy. When the buffer assembly 3 adopts a form of absorbing energy by stretching, the first connecting part of the buffer assembly 3 can be connected to the area of the landing gear body 2 that gradually moves away from the flight body 1 during rotation. At this time, the buffer assembly 3 will exert a stretching force on the landing gear body 2 to prevent the landing gear body 2 from continuing to rotate relative to the flight body 1 in the first rotation direction, and the landing gear body 2 also converts the impact energy into internal energy or other forms of energy by stretching the buffer assembly 3, thereby achieving the absorption of impact energy.

[0051] As can be seen, the landing gear assembly of the aircraft provided in the embodiment sets the landing gear body 2 in a form of being hinged to the flight body 1, and correspondingly sets the buffer assembly 3 between the landing gear body 2 and the flight body 1. In this way, when the aircraft lands, the landing gear body 2 rotates relative to the flight body 1 after touching the ground, and the landing gear body 2 drives the buffer assembly 3 to elastically deform and / or plastically deform, so that the buffer assembly 3 can absorb impact energy by using its elastic deformation and / or plastic deformation, thereby achieving the effect of energy absorption and buffering, so that the aircraft can resist the impact load during landing and land smoothly. The structure of the landing gear assembly is more simple and light compared with the traditional wheel-type landing gear, and improves the way of absorbing impact energy by relying on the deformation of the traditional skid-type landing gear, and the energy absorption efficiency is higher.

[0052] In addition, the current aircraft generally has the functions of flying and land traveling, and the aircraft has multiple forms, one of which is to decouple the flying and land traveling scenes, and the aircraft is composed of two parts, one part is a land traveling body, and the other part is a flying body; the land traveling body can travel on the ground, and the flying body can fly in the air when needed, and the land traveling body can be combined with the flying body to form an integrated aircraft. For the aircraft of this form, based on the landing gear assembly of the aircraft provided in the embodiment, after the landing gear assembly is folded and stored on the flying body 1, the flying body occupying less space can be conveniently stored in the land traveling body, thereby facilitating the full automation of the separation and combination of the land traveling body and the flying body.

[0053] Optionally, referring to Figure 1 In some embodiments, the landing gear body 2 has a first pivot point 201 and a second pivot point 202; the first pivot point 201 and the second pivot point 202 have a height difference, the first pivot point 201 is connected with the first connecting part, and the second pivot point 202 is used for being hinged on the flying body 1.

[0054] Specifically, the first pivot point 201 and the second pivot point 202 can be connecting lug parts arranged on the upper side of the landing gear body 2; by arranging the first pivot point 201 and the second pivot point 202, the landing gear body 2 is more convenient to be hinged on the flying body 1, and it is also more convenient to use the landing gear body 2 to exert force on the buffer assembly 3. When the first pivot point 201 is located above the second pivot point 202, the first pivot point 201 gradually approaches the flying body 1 with the rotation of the landing gear body 2, at this time, the buffer assembly 3 should adopt the form of realizing buffer energy absorption by compression, the first pivot point 201 can be connected with the first connecting part of the buffer assembly 3, or the first pivot point 201 and the first connecting part of the buffer assembly 3 can be separated, when the form of separation is adopted, the first pivot point 201 only contacts the first connecting part of the buffer assembly 3 and compresses the buffer assembly 3 when the landing gear body 2 is rotated to a preset angle; when the first pivot point 201 is located below the second pivot point 202, the first pivot point 201 gradually moves away from the flying body 1 with the rotation of the landing gear body 2, at this time, the buffer assembly 3 should adopt the form of realizing buffer energy absorption by stretching, and the first pivot point 201 should be connected with the first connecting part of the buffer assembly 3 to form a stretching action on the buffer assembly 3.

[0055] Optionally, referring to Figure 1 In some embodiments, the first pivot point 201 is located above the second pivot point 202; the second connecting part is used for pressing on the flying body 1 with the rotation of the landing gear body 2, so that the buffer assembly 3 is compressed to elastically deform and / or plastically deform.

[0056] Specifically, in the present embodiment, the first pivot point 201 gradually approaches the flight body 1 with the rotation of the landing gear body 2, at which time the buffer assembly 3 should adopt the form of achieving energy absorption by compression; the first pivot point 201 can be connected with the first connecting part of the buffer assembly 3, when the landing gear body 2 rotates relative to the flight body 1 during landing, the landing gear body 2 will directly apply a pushing force to the first connecting part of the buffer assembly 3, and since the second connecting part of the buffer assembly 3 is pressed against the flight body 1, the buffer assembly 3 will be compressed to achieve energy absorption and buffering; in addition, the first pivot point 201 and the first connecting part of the buffer assembly 3 can also be in a separable form, at which time the first pivot point 201 needs to contact the first connecting part and apply a pushing force to the first connecting part when the landing gear body 2 rotates relative to the flight body 1 to a preset angle, and since the second connecting part of the buffer assembly 3 is pressed against the flight body 1, the buffer assembly 3 will be compressed to achieve energy absorption and buffering.

[0057] Optionally, referring to Figures 1-3 In some embodiments, the landing gear assembly comprises a connecting seat 4; the connecting seat 4 has a bottom plate 401 and a first lug 402, the first lug 402 is arranged on one side of the bottom plate 401, the first pivot point 201 is hinged on the first lug 402, and the other side of the bottom plate 401 is attached to the first connecting part.

[0058] Based on the form of the buffer assembly 3 achieving energy absorption and buffering by compression in the above-mentioned embodiments, the connecting seat 4 is additionally provided between the first pivot point 201 and the buffer assembly 3 in the present embodiment, which on the one hand is more convenient for hinging the first pivot point 201 of the landing gear body 2 on the rigid connecting seat 4, solving the problem that the flexible buffer assembly 3 is not convenient for hinging; on the other hand, the bottom plate 401 of the connecting seat 4 can be used to increase the contact area of the first pivot point 201 and the buffer assembly 3, so as to ensure that the buffer assembly 3 can be uniformly stressed in the same direction under the pushing of the bottom plate 401, thereby improving the energy absorption and buffering effect. The other side of the bottom plate 401 can be connected with the first connecting part of the buffer assembly 3.

[0059] Optionally, referring to Figures 1-3 In some embodiments, the second pivot point 202 is detachably hinged on the flight body 1.

[0060] Based on the form that the bottom plate 401 of the connecting seat 4 is connected with the first connecting part of the buffer assembly 3 in the above-mentioned embodiments, the landing gear body 2 can be rotated around the first pivot point 201 to an angle of being attached to the flight body 1 after the hinging relationship between the second pivot point 202 and the flight body 1 is released, so as to conveniently realize the folding and storage of the landing gear body 2.

[0061] Optionally, referring to Figures 1-3In some embodiments, the buffer assembly 3 comprises a first elastic energy-absorbing member 301 and a second energy-absorbing member 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 member 301, and the second energy-absorbing member 302 is connected to the first elastic energy-absorbing member 301, and the second energy-absorbing member 302 is used to connect the flight body 1.

[0062] In this embodiment, specifically, the first elastic energy-absorbing member 301 should adopt a buffer member with elastic deformation capability, for example, any one of a rubber member, a spring, a buffer, a buffer rope, etc. can be selected; the second energy-absorbing member 302 can adopt a buffer member with elastic deformation capability, or an energy-absorbing member capable of only plastic deformation, for example, any one of a rubber member, a spring, a buffer, a buffer rope, an energy-absorbing box 3021, etc. can be selected. Both the first elastic energy-absorbing member 301 and the second energy-absorbing member 302 can adopt a form of energy-absorbing buffer through compression or a form of energy-absorbing buffer through stretching; and based on the form that the first supporting point 201 of the landing gear body 2 is connected with the first connecting portion of the buffer assembly 3 through the connecting seat 4 in the above-mentioned embodiment, the first elastic energy-absorbing member 301 and the second energy-absorbing member 302 should adopt a form of energy-absorbing buffer through compression, at this time, the bottom plate 401 of the connecting seat 4 should be connected with the first elastic energy-absorbing member 301 as shown in Figure 2

[0063] Based on the above-mentioned arrangement, when the landing gear body 2 rotates relative to the flight body 1 during landing, based on the characteristic that the first elastic energy-absorbing member 301 with a smaller elastic coefficient can still be elastically deformed under a smaller force, the first supporting point 201 of the landing gear body 2 will first drive the first elastic energy-absorbing member 301 to be elastically deformed, so as to absorb smaller impact energy under smaller impact load, and achieve a good buffer effect; when the aircraft fails and the impact load during landing is large, 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 be elastically deformed or plastically deformed, so as to absorb larger impact energy through the deformation of the second energy-absorbing member 302, and reduce the overload.

[0064] As can be seen, the embodiment adopts a segmented energy-absorbing buffer form, which can not only ensure buffer sensitivity, but also can quickly respond to smaller impact energy under smaller impact load by using the first elastic energy-absorbing member 301, so as to obtain a good buffer effect, and can also absorb larger impact energy under an overload condition through the deformation of the second energy-absorbing member 302, so as to achieve the purposes of reducing the overload, reducing the damage of the aircraft and the passengers, and improving the safety of the aircraft.

[0065] Optionally, refer to Figures 1-3 ​In some embodiments, the second energy-absorbing member 302 is an energy-absorbing box 3021, the first pivot point 201 is located above the second pivot point 202, and the first elastic energy-absorbing member 301 is used to press against the energy-absorbing box 3021 with the rotation of the landing gear body 2, so that the energy-absorbing box 3021 collapses.

[0066] In the present embodiment, the energy-absorbing box 3021 can be an energy-absorbing box 3021 used in vehicles such as cars and airplanes. The energy-absorbing box 3021 can achieve the effect of energy absorption by collapsing and deforming when it is crushed, so as to absorb a large amount of impact energy when the aircraft experiences an overload during landing, thereby reducing the overload, reducing the damage to the aircraft and passengers, and improving the safety of the aircraft.

[0067] Optionally, referring to Figures 1-3 In some embodiments, the landing gear assembly includes an actuating block 5 and a stopper 6. The actuating block 5 is connected to the first elastic energy-absorbing member 301, and the energy-absorbing box 3021 is connected to the actuating block 5. The actuating block 5 is used to move in the direction of approaching the energy-absorbing box 3021 under the push of the first elastic energy-absorbing member 301, so as to push the energy-absorbing box 3021 to collapse.

[0068] The stopper 6 is connected to the actuating block 5 and the flight body 1. The stopper 6 is used to prevent the actuating block 5 from moving in the direction of approaching the energy-absorbing box 3021 in a non-broken state, and the stopper 6 is used to break when the shear force it bears reaches a preset threshold.

[0069] In the above-mentioned segmented energy-absorbing and buffering embodiment, in the case of small impact load during aircraft landing, the landing gear body 2 will inevitably indirectly drive the second energy-absorbing member 302 to deform to a certain extent. When the second energy-absorbing member 302 uses an energy-absorbing box 3021 or other non-recoverable buffering device after deformation, frequent stress will cause fatigue failure of the energy-absorbing box 3021, resulting in premature deformation and failure of the energy-absorbing box 3021.

[0070] To solve the problem, the actuating block 5 is arranged between the energy absorption box 3021 and the first elastic energy absorption member 301, and the stopper 6 is arranged between the actuating block 5 and the flight body 1. The stopper 6 can be any structure that can be broken under a certain shearing force, and the direction of the shearing force is the compression direction of the first elastic energy absorption member 301. The stopper 6 is connected to the actuating block 5 and the flight body 1 by direct connection or indirect connection. For example, the stopper 6 can be a rod-shaped part arranged in the actuating block 5 and the flight body 1, or the stopper 6 can be a solidified gel layer arranged between the actuating block 5 and the flight body 1. In actual application, the stopper 6 can be arranged flexibly according to the needs, which is not limited here. Based on the above arrangement, when the impact load is small during the landing process of the aircraft, the shearing force borne by the stopper 6 applied by the landing gear body 2 and the first elastic energy absorption member 301 does not reach the preset force threshold of the stopper 6. At this time, the stopper 6 can still keep the connection between the actuating block 5 and the flight body 1, so as to ensure that the actuating block 5 does not move relative to the flight body 1, and thus the actuating block 5 does not generate a pushing force on the energy absorption box 3021. When the impact load is large during the landing process of the aircraft, the shearing force borne by the stopper 6 applied by the landing gear body 2 and the first elastic energy absorption member 301 reaches the preset force threshold of the stopper 6. At this time, the stopper 6 is broken, so that the actuating block 5 and the flight body 1 are decoupled. The actuating block 5 moves in the direction close to the energy absorption box 3021 and generates a pushing force on the energy absorption box 3021, so as to crush the energy absorption box 3021 and realize the energy absorption by crushing.

[0071] Therefore, the movement of the actuating block 5 is limited by the stopper 6, so as to ensure that the energy absorption box 3021 only works when the landing impact load reaches a certain strength. In this way, the problem that the energy absorption box 3021 is still frequently stressed and prematurely damaged by fatigue under a small landing impact load can be avoided, and the service life of the energy absorption box 3021 is prolonged.

[0072] Optionally, referring to Figures 1-3 In some embodiments, the stopper 6 is a breakaway pin 601, the first end of the breakaway pin 601 is arranged in the actuating block 5, and the second end of the breakaway pin 601 is arranged in the flight body 1.

[0073] In the embodiment, a first connecting hole 501 can be formed on the actuating block 5, a second connecting hole 101 can be formed on the flight body 1, the first end of the disconnecting pin 601 is inserted into the first connecting hole 501, the second end of the disconnecting pin 601 is inserted into the second connecting hole 101, and the extension direction of the disconnecting pin 601 is preferably perpendicular to the compression direction of the first elastic energy-absorbing member 301. By arranging the disconnecting pin 601, the connection between the actuating block 5 and the flight body 1 can be conveniently completed; when the impact load during the landing of the aircraft is large, the shear force borne by the disconnecting pin 601 reaches the preset force threshold, at which time the disconnecting pin 601 breaks, so that the actuating block 5 and the flight body 1 are decoupled, the actuating block 5 moves in the direction close to the energy-absorbing box 3021 and exerts a pushing force on the energy-absorbing box 3021, so as to crush the energy-absorbing box 3021 and realize the collapse energy absorption.

[0074] Optionally, referring to Figures 1-3 In some embodiments, the actuating block 5 is slidably connected to the flight body 1 in a first moving direction through a guide structure, and the first moving direction is the direction in which the actuating block 5 approaches the energy-absorbing box 3021.

[0075] In the embodiment, the guide structure can limit 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 exert a pushing force on the energy-absorbing box 3021 in the first moving direction, so as to achieve the best energy-absorbing buffering effect.

[0076] For example, as shown in Figure 3 The guide structure can include a guide portion (not shown in the figure) and a matching portion 502, the guide portion is arranged on the flight body 1, and the matching portion 502 is arranged on the actuating block 5; one of the guide portion and the matching portion 502 is a protruding portion, and the other is a groove portion.

[0077] Further, based on any of the above embodiments, referring to Figures 1-3 In some embodiments, the landing gear body 2 is formed by joining a plurality of pipe bodies.

[0078] Specifically, the plurality of pipe bodies can be joined to form the landing gear body 2 by means of locking, welding, buckle connection, etc., so that the landing gear body 2 is more portable; wherein the pipe bodies can be round steel pipes, aluminum pipes or other types of pipe fittings, and the arrangement of the pipe bodies can be flexibly set according to actual needs, which is not limited here.

[0079] Based on the form that the landing gear body 2 is formed by joining a plurality of pipe bodies in the above embodiments, referring to Figure 1In some embodiments, the landing gear body 2 has a first longitudinal pipe segment 203, a second longitudinal pipe segment 204, and a transverse pipe segment 205; the first longitudinal pipe segment 203 and the second longitudinal pipe segment 204 are arranged in a horizontal direction with a spacing, a first end of the first longitudinal pipe segment 203 is used to be hingedly connected to the flight body 1, a first end of the second longitudinal pipe segment 204 is used to be hingedly connected to the flight body 1, a first end of the transverse pipe segment 205 is connected to a second end of the first longitudinal pipe segment 203, and a second end of the transverse pipe segment 205 is connected to a second end of the second longitudinal pipe segment 204.

[0080] As shown in Figure 1 , the first end of the first longitudinal pipe segment 203 can be hingedly connected to the flight body 1 about a first axis, the first end of the second longitudinal pipe segment 204 can be hingedly connected to the flight body 1 about a second axis, and the first axis can be arranged in a horizontal direction in line with the second axis. The landing gear body 2 formed based on the present embodiment improves the inherent structural form of the conventional skid landing gear, and under the premise of ensuring structural strength and meeting the load bearing requirements, the structure is more simple and light, thereby facilitating folding and storage and integration of the landing gear body 2.

[0081] Optionally, referring to Figures 1-3 , in some embodiments, the landing gear body 2 has a transverse rod 206, a first end of the transverse rod 206 is connected to a middle portion of the first longitudinal pipe segment 203, and a second end of the transverse rod 206 is connected to a middle portion of the second longitudinal pipe segment 204.

[0082] Specifically, by arranging the transverse rod 206, a reinforcing effect can be achieved on the landing gear body 2, so that the structural strength of the landing gear body 2 can be improved, and the load bearing requirements of the aircraft can be better met.

[0083] Optionally, referring to Figures 1-3 , in some embodiments, the wall thickness of the first longitudinal pipe segment 203 gradually decreases from the first end of the first longitudinal pipe segment 203 to the second end of the first longitudinal pipe segment 203.

[0084] Optionally, referring to Figures 1-3 , in some embodiments, the wall thickness of the second longitudinal pipe segment 204 gradually decreases from the first end of the second longitudinal pipe segment 204 to the second end of the second longitudinal pipe segment 204.

[0085] Specifically, by analyzing the stress of the landing gear body 2, it is known that the closer to the upper articulation position, the more bending moments are superimposed for the first longitudinal pipe section 203 and the second longitudinal pipe section 204, that is, the closer to the upper articulation position, the more serious the load is; and when the aircraft lands, the main stress position is the transverse pipe section 205; based on the above considerations, the first longitudinal pipe section 203 and the second longitudinal pipe section 204 are correspondingly provided in the form of a structure in which the pipe wall gradually decreases from top to bottom in this embodiment, so that the load capacity near the articulation position can be ensured by a larger pipe wall thickness, and the purpose of reducing the overall weight of the aircraft can be achieved by reducing the pipe wall thickness of the part under the lighter load, so that the wall thickness of the first longitudinal pipe section 203 and the second longitudinal pipe section 204 is reasonably distributed, which is beneficial to the development of the aircraft to be lightweight.

[0086] Optionally, referring to Figures 1-3 In some embodiments, the landing gear assembly comprises a connecting 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 fulcrum 201 and the second fulcrum 202 are arranged at the second end of the connecting sleeve 7.

[0087] As Figure 1 shown, when the landing gear body 2 adopts a structure formed by joining a plurality of pipe bodies, the connecting sleeve 7 can be correspondingly sleeved on the upper end of the first longitudinal pipe section 203 and the upper end of the second longitudinal pipe section 204, so that it is more convenient to process the connecting lug and other structures constituting the first fulcrum 201 and the second fulcrum 202 on the connecting sleeve 7; and the first fulcrum 201 and the second fulcrum 202 are seriously loaded due to articulation and are prone to damage, at this time, only the connecting sleeve 7 needs to be replaced, without the need to replace the landing gear body 2 as a whole, thereby prolonging the service life of the landing gear body 2.

[0088] Correspondingly, the present application also provides a flight vehicle, please refer to Figures 4-6 The flight vehicle comprises a flight body 1 and the landing gear assembly of the aircraft in any of the above embodiments; the landing gear body 2 is articulated on the flight body 1, and the second connecting portion is connected to the flight body 1.

[0089] In this embodiment, the flight vehicle includes but is not limited to a helicopter and a flying car, and the flight body 1 is the main part of the flight vehicle, and a plurality of landing gear assemblies in the above embodiments can be arranged on the flight body 1 to stably support the flight body 1. Specifically, as Figure 4 and Figure 5 shown, the landing gear assembly can be connected to the chassis 102 of the flight body 1.

[0090] Based on the improvement of the landing gear assembly in the above embodiments, when the flight vehicle lands, the landing gear body 2 rotates relative to the flight body 1 after touching the ground, and the landing gear body 2 will drive the buffer assembly 3 to elastically deform and / or plastically deform, so that the buffer assembly 3 can absorb the impact energy by using its elastic deformation and / or plastic deformation, thereby achieving the effect of energy absorption and buffering, so that the flight vehicle can resist the impact load during landing and land smoothly. The structure of the landing gear assembly is more simple and light compared with the traditional wheeled landing gear, and the way of absorbing impact energy by relying on the deformation of the traditional skid landing gear is improved, and the energy absorption efficiency is higher; in addition, for the flight vehicle in which the land body and the flight body can be separated and combined, when the landing gear assembly is folded and stored on the flight body 1, the flight body occupying less space can be conveniently stored in the land body, thereby facilitating the full automation of the separation and combination of the land body and the flight body.

[0091] Since the flight vehicle adopts all the technical solutions of the above embodiments, it at least has all the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here.

[0092] Optionally, referring to Figures 4-6 In some embodiments, the flight vehicle includes at least four landing gear assemblies; the flight body 1 has at least four corner portions, and the at least four corner portions are arranged in a circumferential direction on a horizontal plane; and the at least four landing gear assemblies are arranged one by one on the at least four corner portions.

[0093] In the present embodiment, the projection shape of the chassis 102 of the flight body 1 on the horizontal plane is taken as an example, which is a rectangle as shown in the drawings, and the chassis 102 has four corner portions; taking the direction of the flight body 1 as the basis of the rear-to-front travel, the four corner portions can 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 the four landing gear assemblies are arranged at the left front end, the right front end, the left rear end and the right rear end of the flight body 1 respectively as shown in Figure 4 Figure 4 and Figure 6 to form a stable support structure.

[0094] The front landing gear and the rear landing gear of the traditional skid landing gear are fixedly connected together by a whole skid pipe to bear the heading load and the landing shock load, and this structure cannot be folded and stored in a limited space. In the present embodiment, the front landing gear and the rear landing gear are connected together by a front-to-rear skid pipe as shown in Figure 4 Figure 6 ​​In the form of the four landing gear assemblies shown, the skid tube in the conventional skid landing gear is broken in the middle, and the conventional skid landing gear is changed into four separate landing gear assemblies, which are arranged at the four corner portions of the flight body 1, thereby greatly reducing the volume of the landing gear part while ensuring the carrying capacity, and achieving the folding and storage of the landing gear part in a smaller space.

[0095] In actual applications, the number of corner portions on the chassis 102 of the flight body 1 can be more than four, and at this time, the number and distribution position of the landing gear assemblies should be adjusted according to the corner portions, and only the effects of stable support and folding and storage should be achieved, which will not be described here.

[0096] It should be noted that the landing gear assembly of the aircraft and other contents of the flying vehicle disclosed in the present application can refer to the prior art, which will not be described here.

[0097] The above is only an optional embodiment of the present application, and does not limit the patent scope of the present application. Any equivalent structural transformation made by using the content of the present application specification and drawings, or direct / indirect application in other related technical fields is included in the patent protection scope of the present application.

Claims

1. A landing gear assembly for an aircraft, the aircraft comprising a flight body, characterised in that, The landing gear assembly comprises: a landing gear body, which is hinged to the flight body and rotates relative to the flight body in a first rotation direction during landing; a buffer assembly, which has a first connecting part and a second connecting part arranged oppositely; the first connecting part is connected to the landing gear body, and the second connecting part is used to connect the flight body; the buffer assembly is elastically deformed and / or plastically deformed along with the rotation of the landing gear body to prevent the landing gear body from rotating relative to the flight body in the first rotation direction; the landing gear body has a first fulcrum and a second fulcrum, which are different in height; the first fulcrum is connected to the first connecting part, and the second fulcrum is hinged to the flight body; the first fulcrum is located above the second fulcrum; the second connecting part is used to press against the flight body along with the rotation of the landing gear body, so that the buffer assembly is compressed to be elastically deformed and / or plastically deformed.

2. An aircraft landing gear assembly according to claim 1, wherein, The landing gear assembly comprises a connecting seat; the connecting seat has a bottom plate and a first ear part arranged on one side of the bottom plate; the first fulcrum is hinged to the first ear part; the other side of the bottom plate is in contact with the first connecting part.

3. An aircraft landing gear assembly according to claim 2, wherein, The second fulcrum is detachably hinged to the flight body.

4. The aircraft landing gear assembly of Claim 1, wherein, The buffer assembly comprises a first elastic energy-absorbing part and a second energy-absorbing part; the elastic coefficient of the first elastic energy-absorbing part is smaller than that of the second energy-absorbing part; the first fulcrum is connected to the first elastic energy-absorbing part, and the second energy-absorbing part is connected to the first elastic energy-absorbing part and used to connect the flight body.

5. An aircraft landing gear assembly according to claim 4, wherein, The first elastic energy-absorbing part is any one of a rubber part, a spring, and a buffer rope; and / or, the second energy-absorbing part is any one of a rubber part, a spring, a buffer rope, and an energy-absorbing box.

6. An aircraft landing gear assembly according to claim 4, wherein, The second energy-absorbing part is an energy-absorbing box; the first fulcrum is located above the second fulcrum; the first elastic energy-absorbing part is used to press against the energy-absorbing box along with the rotation of the landing gear body, so that the energy-absorbing box is collapsed.

7. An aircraft landing gear assembly according to claim 6, wherein, The landing gear assembly comprises an actuating block and a stopper; the actuating block is connected to the first elastic energy-absorbing part, and the energy-absorbing box is connected to the actuating block; the actuating block is used to move in a direction close to the energy-absorbing box under the pushing of the first elastic energy-absorbing part, so as to push the energy-absorbing box to collapse; the stopper is connected to the actuating block and the flight body; the stopper is used to prevent the actuating block from moving in the direction close to the energy-absorbing box in a non-fractured state, and the stopper is used to be fractured when the shear force borne by the stopper reaches a preset action threshold.

8. An aircraft landing gear assembly according to claim 7, wherein, The stopper is a breakaway pin, the first end of which is arranged in the actuating block, and the second end of which is used to be arranged in the flight body.

9. An aircraft landing gear assembly according to claim 7, wherein, The actuating block is slidingly connected to the flight body in a first movement direction through a guide structure; the first movement direction is the direction in which the actuating block is close to the energy-absorbing box.

10. An aircraft landing gear assembly according to any one of claims 1 to 9, wherein, The landing gear body is formed by connecting multiple tubes.

11. An aircraft landing gear assembly according to claim 10, wherein, The landing gear body has a first longitudinal tube segment, a second longitudinal tube segment and a transverse tube segment; the first longitudinal tube segment and the second longitudinal tube segment are arranged in a horizontal direction with a spacing, a first end of the first longitudinal tube segment is used for being hingedly connected to the flight body, a first end of the second longitudinal tube segment is used for being hingedly connected to the flight body, a first end of the transverse tube segment is connected to a second end of the first longitudinal tube segment, and a second end of the transverse tube segment is connected to a second end of the second longitudinal tube segment.

12. An aircraft landing gear assembly according to claim 11, wherein, The landing gear body has a transverse rod, a first end of the transverse rod is connected to a middle part of the first longitudinal tube segment, and a second end of the transverse rod is connected to a middle part of the second longitudinal tube segment.

13. The aircraft landing gear assembly according to claim 11, wherein, 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; And / or, 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.

14. A landing gear assembly for an aircraft as claimed in any one of claims 2 to 9, characterised in that, The landing gear body is formed by connecting multiple tubes; the landing gear body has a first longitudinal tube segment, a second longitudinal tube segment and a transverse tube segment; the first longitudinal tube segment and the second longitudinal tube segment are arranged in a horizontal direction with a spacing, a first end of the first longitudinal tube segment is used for being hingedly connected to the flight body, a first end of the second longitudinal tube segment is used for being hingedly connected to the flight body, a first end of the transverse tube segment is connected to a second end of the first longitudinal tube segment, and a second end of the transverse tube segment is connected to a second end of the second longitudinal tube segment; The landing gear assembly comprises a connecting sleeve; a first end of the connecting sleeve is sleeved on the first end of the first longitudinal tube segment and / or the first end of the second longitudinal tube segment, and the first supporting point and the second supporting point are arranged at a second end of the connecting sleeve.

15. A flying vehicle, characterized by, The flight vehicle comprises a flight body and the landing gear assembly of the flight vehicle according to any one of claims 1 to 14; the landing gear body is hingedly connected to the flight body, and the second connecting part is connected to the flight body.

16. The flying vehicle of claim 15, wherein, The flight vehicle comprises at least four landing gear assemblies; the flight body has at least four corner parts arranged in a circumferential direction with a spacing in a horizontal plane; and the at least four landing gear assemblies are arranged in a one-to-one correspondence on the at least four corner parts.

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