Vertical take-off and landing aircraft landing system, control method and aircraft

Abstract

The invention belongs to the technical field of aircrafts, and particularly discloses a vertical take-off and landing aircraft landing system, a control method and an aircraft. The landing system of the vertical take-off and landing aircraft comprises a take-off and landing mechanism, an energy absorption mechanism and a braking mechanism. The landing gear comprises a rack, a supporting frame and aircraft wheels arranged at the lower end of the supporting frame, the energy absorption mechanism is arranged on the rack and used for absorbing kinetic energy generated when the supporting frame is turned outwards, the braking mechanism is used for adjusting braking force of the aircraft wheels so as to adjust the turning amplitude of the supporting frame, and when the aircraft lands, the braking mechanism actively adjusts the friction coefficient between the landing gear and the ground so as to adjust the turning amplitude of the supporting frame. The size of friction acting of the undercarriage and the ground and acting of an undercarriage energy absorption system is adjusted, so that the vertical acceleration of the fuselage of the aircraft is reduced, the fuselage load is reduced, the risk that the fuselage and airborne equipment are damaged due to plastic deformation is reduced, the load transmitted to passengers is reduced, the safety and reliability of the whole aircraft are improved, and safe landing of the aircraft is guaranteed. And the risk that the aircraft is damaged due to hard landing is reduced.

Description

Technical Field

[0001] The present invention relates to the field of aircraft technology, and in particular to a vertical take-off and landing aircraft landing system, a control method and an aircraft. Background Art

[0002] At present, the traditional vertical landing aircraft with skid-type landing gear structure requires the landing gear system to be able to stably support the aircraft during the landing process. Energy changes during the landing process: The total energy of the aircraft is the sum of the internal energy of the fuselage, the work done by the friction between the landing gear and the ground, and the work done by the landing gear energy absorption system. Among them, the internal energy of the fuselage is characterized by the magnitude of the acceleration of the fuselage center of gravity. The smaller the acceleration, the smaller the fuselage load, the smaller the risk of plastic deformation and damage to the fuselage and airborne equipment, and the smaller the load transmitted to the occupants, the higher the safety and reliability of the whole aircraft. Because the total energy of the aircraft landing process changes dynamically, the energy absorbed by the landing gear energy absorption system is limited, and the friction coefficient between the traditional skid-type landing gear and the ground is a fixed value, the energy absorbed by the system is limited, and the acceleration of the fuselage center of gravity will increase with the increase of the total energy of the aircraft. In particular, when it exceeds the upper limit of the system's energy absorption, there is a risk of increased occupant injury due to hard landing, and a risk of damage to the fuselage or equipment due to excessive fuselage load. Summary of the invention

[0003] The purpose of the present invention is to provide a vertical take-off and landing aircraft landing system, a control method and an aircraft to solve the technical problems in the prior art that the friction coefficient between the traditional skid-type landing gear and the ground is a constant, the energy absorbed by the system is limited, the acceleration of the center of gravity of the fuselage increases with the increase of the total energy of the aircraft, there is a risk of increased injury to the occupants due to a hard landing, and there is a risk of damage to the fuselage or equipment due to excessive fuselage load.

[0004] In order to achieve the above-mentioned object, the first aspect of the present invention provides a vertical take-off and landing aircraft landing system, which includes:

[0005] The landing mechanism comprises a frame, a support frame and a wheel arranged at the lower end of the support frame; the support frame is rotatably connected to the frame;

[0006] An energy absorbing mechanism, which is arranged on the frame and connected to the support frame; the energy absorbing mechanism is used to absorb the kinetic energy when the support frame is turned outward;

[0007] A braking mechanism is connected to the wheel; the braking mechanism is used to adjust the braking force on the wheel to control the rotational torque of the wheel.

[0008] Preferably, the vertical take-off and landing aircraft landing system further comprises: an acceleration sensor disposed on the frame and a controller connected to the acceleration sensor and the braking mechanism signal;

[0009] The controller controls the braking force of the brake mechanism on the wheel according to the vertical acceleration of the aircraft collected by the acceleration sensor, thereby achieving motion control of the wheel.

[0010] Preferably, the controller is configured to:

[0011] Determine whether the numerical signal is greater than a preset threshold, and determine the change trend of the numerical signal;

[0012] If the numerical signal is greater than a preset threshold and has an increasing trend, controlling the braking mechanism to reduce the braking force on the wheel so that the wheel can rotate;

[0013] If the numerical signal is less than a preset threshold and maintains a downward or balanced trend, the braking mechanism is controlled to increase the braking force on the wheel to stop the wheel from rotating.

[0014] Preferably, the support frame includes a first support frame and a second support frame; the opposite sides of the frame are rotatably connected to the first support frame and the second support frame respectively; the lower end of the first support frame and the lower end of the second support frame are both provided with the wheel; the rotation axis of the wheel is parallel to the rotation axis of the first support frame and the second support frame.

[0015] Preferably, the first support frame and the second support frame have the same structure and both include a frame body, a first articulated seat, a wheel rod and a connecting end; the wheel rod is arranged at the lower end of the frame body, and the wheel is located on the wheel rod; the connecting end is located at the upper end of the frame body, and the connecting end is connected to the energy absorbing mechanism; the first articulated seat is arranged on the frame body and is located between the wheel rod and the connecting section; the first articulated seat is rotatably connected to the frame.

[0016] Preferably, the energy absorbing mechanism is located on the side of the connecting end facing the frame, and the energy absorbing mechanism includes an elastic energy absorbing member, a plastic energy absorbing member, a moving box and a connecting seat; the connecting seat is hinged to the connecting end; the frame is provided with an energy absorbing sliding seat; the energy absorbing sliding seat is provided with a slide groove extending along the energy absorbing direction; the plastic energy absorbing member, the moving box and the elastic energy absorbing member are abutted in sequence along the energy absorbing direction and are all located in the slide groove, the moving box is slidably connected to the slide groove; the connecting seat is connected to the elastic energy absorbing member.

[0017] Preferably, the energy absorbing sliding seat is provided with a shear pin; the moving box is provided with a latch hole; the shear pin extends into the latch hole, and the extending direction of the shear pin intersects with the energy absorbing direction.

[0018] Preferably, the movement box is provided with a receiving hole for receiving the elastic energy absorbing member.

[0019] Preferably, the movement box is provided with a first abutting surface for abutting against the connecting seat.

[0020] Preferably, a slot is provided on a side of the sport box facing the connection seat; an insert block is provided on a side of the connection seat facing the sport box; when the first abutting surface abuts against the sport box, the insert block extends into the slot.

[0021] Preferably, the frame is provided with a control box, and the acceleration sensor and the controller are both arranged in the control box.

[0022] A second aspect of the present invention provides a control method for a vertical take-off and landing aircraft landing system, which is applicable to the aforementioned vertical take-off and landing aircraft landing system. The control method comprises:

[0023] According to the vertical acceleration of the aircraft collected by the acceleration sensor, the braking force of the braking mechanism on the wheel is controlled to achieve motion control of the wheel.

[0024] Preferably, the step of controlling the braking force of the brake mechanism on the wheel according to the vertical acceleration of the aircraft acquired by the acceleration sensor to achieve motion control of the wheel comprises:

[0025] Acquire a numerical signal sent by the acceleration sensor;

[0026] Determine whether the numerical signal is greater than a preset threshold value, determine the change trend of the numerical signal, and control the operation of the braking mechanism according to the determination result;

[0027] If the numerical signal is greater than a preset threshold and has an increasing trend, controlling the braking mechanism to reduce the braking force on the wheel so that the wheel can rotate;

[0028] If the numerical signal is less than a preset threshold and maintains a downward or balanced trend, the braking mechanism is controlled to increase the braking force on the wheel to stop the wheel from rotating.

[0029] A third aspect of the present invention provides an aircraft, comprising: the aforementioned vertical take-off and landing aircraft landing system.

[0030] The vertical take-off and landing aircraft landing system, control method and aircraft provided by the present invention have the following beneficial effects: the support frames of the landing mechanism are all provided with wheels, the support frames are all connected with energy absorbing mechanisms, and the braking mechanism actively adjusts the friction coefficient between the landing gear and the ground when the aircraft lands, so as to adjust the friction work between the landing gear and the ground and the work done by the landing gear energy absorbing system, thereby actively reducing the vertical acceleration of the aircraft fuselage when landing, so that the vertical acceleration of the fuselage is within a preset threshold value, thereby reducing the fuselage load, ensuring that the aircraft fuselage will not be overloaded, reducing the risk of damage to the fuselage and onboard equipment due to plastic deformation, reducing the load transmitted to the occupants, improving the safety and reliability of the entire aircraft, ensuring the safe landing of the aircraft, and reducing the risk of damage to the aircraft due to hard landing.

[0031] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a schematic structural diagram of a vertical take-off and landing aircraft landing system according to an embodiment of the present invention;

[0033] Figure 2 yes Figure 1 A schematic diagram of the enlarged structure at A in the middle;

[0034] Figure 3 is a schematic diagram of the structure of the energy absorption mechanism and the frame after being decomposed in an embodiment of the present invention;

[0035] Figure 4 It is a schematic structural diagram of the energy absorption mechanism and the frame of the embodiment of the present invention after being combined;

[0036] Figure 5 It is a schematic block diagram of the control process of the vertical take-off and landing aircraft landing system according to an embodiment of the present invention.

[0037] In the figure, 100, lifting and lowering mechanism; 110, frame; 111, energy absorbing sliding seat; 112, slide groove; 113, shear pin; 114, control box; 115, hinge shaft; 120, first support frame; 130, second support frame; 140, wheel; 150, frame body; 151, cross bar; 160, first hinge seat; 170, wheel rod; 180, connecting end; 200, energy absorbing mechanism; 210, elastic energy absorbing member; 220, shaped energy absorbing member; 230, motion box; 231, accommodating hole; 232, first abutting surface; 233, slot; 240, connecting seat; 241, plug block; 310, brake control assembly; 400, acceleration sensor; 500, controller. DETAILED DESCRIPTION

[0038] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0039] In the description of the present invention, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., and orientations or positional relationships indicated are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0040] In the description of the present invention, "several" means one or more, "more" means more than two, "greater than", "less than", "exceed" etc. are understood as not including the number itself, and "above", "below", "within" etc. are understood as including the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing the technical features, and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0041] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0042] Please also read Figures 1 to 5 Now, the vertical take-off and landing aircraft landing system provided by an embodiment of the present invention is described.

[0043] Reference Figures 1 to 3 , the vertical take-off and landing aircraft landing system of the embodiment of the present invention comprises: a landing mechanism 100, an energy absorption mechanism 200, and a braking mechanism;

[0044] The landing mechanism 100 includes a frame 110, a support frame, and a wheel 140 disposed at the lower end of the support frame, wherein the support frame is rotatably connected to the frame 110; the frame 110 is connected to the aircraft, and when the aircraft lands, the frame 110 contacts the ground through the wheel 140 at the lower end of the support frame;

[0045] The energy absorbing mechanism 200 is arranged on the frame 110; and the energy absorbing mechanism 200 is connected to the support frame; the energy absorbing mechanism 200 is used to absorb the kinetic energy when the support frame is turned outward. The energy absorbing mechanism 200 can be composed of energy absorbing components and has a buffering energy absorbing effect. When the aircraft lands, the support frame will turn outward to push the energy absorbing mechanism 200. The energy absorbing mechanism 200 can play a buffering energy absorbing role, reduce the vibration of the frame 110 and the aircraft, and make the landing more stable.

[0046] The brake mechanism is connected to the wheel 140; the brake mechanism is used to adjust the braking force on the wheel 140 to control the rotational torque of the wheel. The wheel 140 is provided with a brake disc, and the brake mechanism is provided with a brake pad or a brake block, which can provide friction for the brake disc. The brake mechanism can control the pressure applied by the brake pad on the brake disc to adjust the friction of the brake disc of the wheel 140, thereby adjusting the braking force on the wheel 140 to control the rotational torque of the wheel 140, so as to achieve the state of the wheel 140 being locked (the rotational torque of the wheel 140 is zero) or the wheel 140 being completely released (the brake pad or brake block is not in contact with the brake disc), or the wheel 140 being decelerated with friction (the brake pad or brake block is in contact with the brake disc but not locked).

[0047] Since the support frame contacts the ground through the wheel 140, the brake mechanism can clamp and lock the wheel 140, so that the wheel 140 cannot rotate, and there is sliding friction between the support frame and the ground, thereby increasing the friction coefficient between the support frame and the ground, and increasing the friction work between the landing gear and the ground, so as to reduce the outward extension of the support frame, reduce the energy absorption displacement of the energy absorption mechanism 200, and reduce the work of the landing gear energy absorption system. In addition, the brake mechanism can also release the wheel 140, so that the wheel 140 can rotate, so that there is rolling friction between the support frame and the ground. Compared with the case where there is sliding friction between the support frame and the ground, the friction coefficient between the support frame and the ground is reduced, and the friction work between the landing gear and the ground is reduced, making it easier for the support frame to turn outward, which can increase the outward extension of the support frame, increase the energy absorption displacement of the energy absorption mechanism 200, and increase the work of the landing gear energy absorption system, thereby reducing the vertical acceleration of the fuselage of the aircraft during landing, so that the internal energy of the fuselage is reduced.

[0048] Energy changes during landing: The total energy of the aircraft is the sum of the internal energy of the fuselage, the work done by the friction between the landing gear and the ground, and the work done by the landing gear energy absorption system. Therefore, the braking force of the wheel 140 can be adjusted to adjust the friction coefficient between the landing gear and the ground, so as to adjust the magnitude of the work done by the friction between the landing gear and the ground and the work done by the landing gear energy absorption system, thereby actively reducing the vertical acceleration of the fuselage during landing, reducing the internal energy of the fuselage, and then reducing the fuselage load, ensuring that the fuselage of the aircraft will not be overloaded, reducing the risk of damage to the fuselage and airborne equipment due to plastic deformation, reducing the load transmitted to the occupants, improving the safety and reliability of the entire aircraft, ensuring the safe landing of the aircraft, and reducing the risk of damage to the aircraft due to hard landing.

[0049] In some embodiments of the present invention, the vertical take-off and landing aircraft landing system further includes: an acceleration sensor 400 and a controller 500;

[0050] The acceleration sensor 400 is arranged on the frame 110; the acceleration sensor 400 is used to collect the vertical acceleration of the aircraft fuselage; wherein, in the present embodiment, the acceleration sensor 400 is located at the center of gravity of the aircraft fuselage, so that the acceleration sensor 400 can collect the vertical acceleration at the center of gravity of the aircraft fuselage; in addition, the acceleration sensor 400 can also be arranged at other parts of the aircraft fuselage to detect the vertical acceleration at multiple positions, so that the controller 500 can calculate the magnitude of the vertical acceleration of the center of gravity;

[0051] The controller 500 is connected to the acceleration sensor 400 and the braking mechanism signal; the acceleration sensor 400 is used to collect the vertical acceleration of the aircraft and generate a corresponding numerical signal to send to the controller 500; the controller 500 can be a PLC control board or an MCU control chip. The controller 500 controls the braking force of the braking mechanism on the wheel 140 according to the real-time vertical acceleration of the fuselage fed back by the acceleration sensor 400, thereby realizing the motion control of the wheel.

[0052] When the real-time vertical acceleration of the fuselage of the aircraft during landing is greater than a preset threshold, the controller 500 controls the braking mechanism to reduce the braking force on the wheel 140, so that there is rolling friction between the support frame and the ground, the friction work between the landing gear and the ground is reduced, the eversion amplitude of the support frame is increased, the energy absorption displacement of the energy absorption mechanism 200 is increased, and the work of the landing gear energy absorption system is increased to reduce the vertical acceleration of the fuselage, thereby actively reducing the vertical acceleration of the fuselage of the aircraft during landing, reducing the internal energy of the fuselage, and further reducing the fuselage load, ensuring that the fuselage of the aircraft will not be overloaded, reducing the risk of damage to the fuselage and onboard equipment due to plastic deformation, reducing the load transmitted to the occupants, improving the safety and reliability of the entire aircraft, ensuring the safe landing of the aircraft, and reducing the risk of damage to the aircraft due to hard landing.

[0053] In some embodiments of the present invention, the controller 500 is configured as follows:

[0054] Determine whether the numerical signal sent by the acceleration sensor 400 is greater than a preset threshold, and determine the change trend of the numerical signal;

[0055] If the numerical signal sent by the acceleration sensor 400 is greater than a preset threshold and has an increasing trend, the braking mechanism is controlled to reduce the braking force on the wheel 140 so that the wheel 140 can rotate;

[0056] If the numerical signal sent by the acceleration sensor 400 is less than a preset threshold and maintains a downward or balanced trend, the braking mechanism is controlled to increase the braking force on the wheel 140 to stop the wheel 140 from rotating.

[0057] During the entire aircraft landing process, the controller 500 will determine the change trend of the vertical acceleration and whether the acceleration is greater than the preset threshold after data processing based on the vertical acceleration at the center of gravity of the aircraft collected in real time. Then the controller 500 will control the braking mechanism to implement the corresponding braking strategy.

[0058] During the flight of the aircraft, the state of the wheel 140 is always in the braking locked state; that is, when the aircraft needs to land, the initial state of the wheel 140 is the braking locked state; when the aircraft lands and the support frame contacts the ground, if the vertical acceleration of the center of gravity of the aircraft is greater than the preset threshold and has an increasing trend, it means that the energy absorption mechanism 200 and the landing mechanism 100 have insufficient friction with the ground, resulting in an increase in the internal energy of the fuselage and it is too large. At this time, the controller 500 will adjust the braking strategy to send it to the braking mechanism; the braking mechanism will release the wheel 140, reduce the braking force on the wheel 140, so that the wheel 140 changes from a brake lock state to a rotatable release state, so that the friction between the wheel 140 and the ground changes from sliding friction to rolling friction, so as to reduce the friction coefficient, so that the amplitude of the support frame turning outward becomes larger, so that the energy absorption mechanism 200 on the frame 110 is accelerated to compress and work, so as to absorb more energy, greatly increase the work done by the landing gear energy absorption system, and then the corresponding fuselage internal energy is reduced, so as to reduce the vertical acceleration at the center of gravity of the aircraft, so that the vertical acceleration decreases;

[0059] When the vertical acceleration of the center of gravity of the aircraft is less than the preset threshold and maintains a downward or balanced trend, it means that the landing gear energy absorption system and the friction between the landing gear and the ground are sufficient to keep the body energy in a controllable state. At this time, the controller 500 will adjust the braking strategy to send it to the braking mechanism; the braking mechanism will increase the braking force on the wheel 140, so that the wheel 140 is changed from a rotatable release state to a brake lock state, so that the friction between the wheel 140 and the ground is changed from rolling friction to sliding friction, and the eversion amplitude of the support frame is reduced, then the friction work between the landing gear and the ground is increased, and the work of the landing gear energy absorption system is reduced, so that the vertical acceleration at the center of gravity of the aircraft is increased and the vertical acceleration is less than the preset threshold.

[0060] The preset threshold is set based on parameters such as the weight of the aircraft, the performance of the energy absorbing mechanism 200, and the friction coefficient between the wheel 140 and the ground. When the vertical acceleration is greater than the preset threshold for a certain period of time, the load on the aircraft is large, which causes the risk of plastic deformation and damage to the fuselage and onboard equipment to gradually increase, and the safety and reliability of the entire aircraft are also lower.

[0061] In some embodiments of the present invention, the landing mechanism 100 includes a frame 110, a first support frame 120 and a second support frame 130; the two opposite sides of the frame 110 are rotatably connected to the first support frame 120 and the second support frame 130 respectively; the lower ends of the first support frame 120 and the second support frame 130 are both provided with wheels 140; the rotation axis of the wheels 140 is parallel to the rotation axis of the first support frame 120 and the second support frame 130; the first support frame 120 and the second support frame 130 have similar structures, and the first support frame 120 and the second support frame 130 are respectively located on both sides of the frame 110 to better support the entire frame 110 and prevent the frame 110 from tipping over. The frame 110 is used to connect to the fuselage of the aircraft. The first support frame 120 and the second support frame 130 form a skid-type landing gear with the frame 110, and the first support frame 120 and the second support frame 130 can flip outward when absorbing energy. The rotation axis of the wheel 140 is parallel to the rotation axis of the first support frame 120 and the second support frame 130, that is, the rotation direction of the wheel 140 is consistent with the rotation direction of the first support frame 120 and the second support frame 130. When the first support frame 120 and the second support frame 130 are turned outward, if the wheel 140 is rotatable, the wheel 140 can be used to reduce the friction between the first support frame 120 and the second support frame 130 and the ground, so as to facilitate the first support frame 120 and the second support frame 130 to turn outward better, so as to push the energy absorption mechanism 200 to buffer and absorb energy.

[0062] The energy absorbing mechanism 200 is arranged on the frame 110; and the energy absorbing mechanism 200 is connected to the first support frame 120 and the second support frame 130 in a one-to-one correspondence; the energy absorbing mechanism 200 is used to absorb the kinetic energy when the first support frame 120 and the second support frame 130 are turned outward; when the aircraft lands, the first support frame 120 and the second support frame 130 will turn outward to push the energy absorbing mechanism 200. The energy absorbing mechanism 200 can play a buffering and energy absorbing role, reduce the vibration of the frame 110 and the aircraft, and make the landing smoother.

[0063] The first support frame 120 and the second support frame 130 of the landing mechanism 100 of this embodiment are both provided with wheels 140, and the acceleration sensor 400 provided on the landing mechanism 100 is used to collect the vertical acceleration of the fuselage of the aircraft. Then, the controller 500 actively adjusts the friction coefficient between the landing gear and the ground according to the vertical acceleration of the fuselage of the aircraft, so as to adjust the magnitude of the work done by the friction between the landing gear and the ground and the work done by the landing gear energy absorption system, thereby actively reducing the vertical acceleration of the fuselage of the aircraft during landing, so that the vertical acceleration of the fuselage is within a preset threshold value, thereby reducing the fuselage load, ensuring that the fuselage of the aircraft will not be overloaded, reducing the risk of damage to the fuselage and onboard equipment due to plastic deformation, reducing the load transmitted to the occupants, improving the safety and reliability of the entire aircraft, and ensuring the safe landing of the aircraft.

[0064] It should be noted that the braking mechanism may also include a braking control component 310 and a braking execution component. The braking control component 310 is a PLC control board for storing braking strategies. When the controller 500 transmits a braking strategy signal that needs to be activated, the braking control component 310 can read the corresponding instructions to control the execution of the braking execution component. The braking execution component is a brake pad or a brake block, and a driving device for controlling the movement of the brake pad or the brake block to control the friction between the brake pad or the brake block and the wheel 140, adjust the braking force of the braking mechanism on the wheel 140, and thus adjust the rotational torque of the wheel 140. The driving device can be servo-controlled by an electric motor, a hydraulic motor, a pneumatic motor, etc.

[0065] It is understandable that the wheels 140 of the first support frame 120 and the second support frame 130 may be one or more and may be arranged according to actual conditions. The signal connection may be a Bluetooth signal connection, a WiFi signal connection, or an electrical signal connection.

[0066] In some embodiments of the present invention, reference Figures 1 to 3The first support frame 120 and the second support frame 130 have the same structure and both include a frame body 150, a first hinged seat 160, a wheel rod 170 and a connecting end 180; the wheel rod 170 is arranged at the lower end of the frame body 150, and the wheel 140 is located on the wheel rod 170; the connecting end 180 is located at the upper end of the frame body 150, and the connecting end 180 is connected to the energy absorbing mechanism 200; the first hinged seat 160 is arranged on the frame body 150 and is located between the connecting end 180 and the wheel rod 170; the first hinged seat 160 is rotatably connected to the frame 110. When the aircraft lands, the wheels 140 on the wheel bar 170 are in contact with the ground, and the first support frame 120 and the second support frame 130 are both turned outward, then the connection end 180 located at the upper end of the frame 150 will move inward to better push the energy absorbing mechanism 200 to the middle of the frame 110, so as to achieve the purpose of compressing the energy absorbing mechanism 200, so that the energy absorbing mechanism 200 buffers the energy and reduces the vertical acceleration of the fuselage. Specifically, the first support frame 120 and the second support frame 130 are both U-shaped frames, and the middle part of the U-shaped frames is connected by a cross bar 151 to increase the connection strength of the support frames. The first hinge seat 160 is hinged to the frame 110 through the hinge shaft 115 on the frame 110. In addition, the first support frame 120 and the second support frame 130 can also be skid frames of other shapes.

[0067] In some embodiments of the present invention, reference Figures 2 to 4The energy absorbing mechanism 200 is located on the side of the connecting end 180 facing the frame 110, and includes an elastic energy absorbing member 210, a plastic energy absorbing member, a moving box 230 and a connecting seat 240; the connecting seat 240 is hinged to the connecting end 180; the frame 110 is provided with an energy absorbing sliding seat 111; the energy absorbing sliding seat 111 is provided with a slide groove 112 extending along an energy absorbing direction L; it should be noted that the energy absorbing direction L is the compression direction of the energy absorbing mechanism 200. The plastic energy absorbing member, the moving box 230 and the elastic energy absorbing member 210 are abutted in sequence along the energy absorbing direction and are all located in the slide groove 112, the moving box 230 is slidably connected to the slide groove 112; the connecting seat 240 is connected to the elastic energy absorbing member 210. The elastic energy absorbing member 210 is connected to the frame 150 through the connecting seat 240, and the energy absorbing capacity of the elastic energy absorbing member 210 is less than that of the plastic energy absorbing member; when the aircraft lands, if the vertical acceleration of the fuselage is less than the preset threshold value and maintains a downward or balanced trend, the wheel 140 is in a locked state, and the eversion amplitude of the first support frame 120 and the second support frame 130 is small. At this time, only the elastic energy absorbing member 210 can be compressed, so that the energy absorbing mechanism 200 is elastic energy absorbing, and the purpose of buffering energy absorption can be achieved; if the vertical acceleration of the fuselage is greater than the preset threshold value and there is When the energy absorption trend increases, the wheel 140 is in a rotatable released state, and the first support frame 120 and the second support frame 130 are turned outward to a large extent, so that the connecting end 180 moves closer to the inner frame 110, so as to push the elastic energy absorbing member 210, the motion box 230, and the plastic energy absorbing member to be compressed along the energy absorption direction. The plastic energy absorbing member generates plastic deformation to absorb energy, so as to greatly absorb the kinetic energy of the first support frame 120 or the second support frame 130, so as to achieve the purpose of reducing the vertical acceleration of the fuselage. The energy absorbing mechanism 200 adopts plastic energy absorption to achieve the purpose of buffering energy absorption.

[0068] In some embodiments of the present invention, reference Figures 2 to 4The energy absorbing sliding seat 111 is provided with a shear pin 113; the motion box 230 is provided with a latch hole; the shear pin 113 extends into the latch hole, and the extending direction of the shear pin 113 intersects with the energy absorbing direction. That is, the moving box 230 is fixed on the energy absorbing sliding seat 111 through the shear pin 113; when the load of the connecting end 180 on the connecting seat 240 and the elastic energy absorbing member 210 is less than the shear load of the shear pin 113, the connecting end 180 will only push the elastic energy absorbing member 210 inward, so that the elastic energy absorbing member 210 will produce elastic deformation and absorb energy, and the purpose of buffering energy absorption can be achieved; when the load of the connecting end 180 on the connecting seat 240 and the elastic energy absorbing member 210 is greater than the shear load of the shear pin 113, the elastic energy absorbing member 210 cannot be balanced after being fully compressed, and will push the moving box 230 to move in the energy absorbing direction, so that the shear pin 113 is deformed or even sheared by the shear load, and then the moving box 230 will push the plastic energy absorbing member to produce plastic deformation to absorb kinetic energy. It should be noted that in some preferred embodiments, the extension direction of the shear pin 113 is perpendicular to the energy absorption direction.

[0069] It can be mentioned that the elastic energy absorbing member 210 can be a buffer rubber or spring or other object that can be elastically deformed to absorb energy; the plastic energy absorbing member 220 can be an energy absorbing box made of aluminum alloy or a hydraulic cylinder or other object that can be plastically deformed to absorb energy.

[0070] In some embodiments of the present invention, reference Figures 2 to 4 The movement box 230 is provided with a receiving hole 231 for receiving the elastic energy absorbing member 210. The receiving hole 231 can support the elastic energy absorbing member 210, and the size of the receiving hole 231 is adapted to the size of the elastic energy absorbing member 210, so that the elastic energy absorbing member 210 can extend into the receiving hole 231. When the connecting seat 240 pushes the elastic energy absorbing member 210 in the energy absorbing direction, the elastic energy absorbing member 210 can be elastically deformed in the energy absorbing direction, thereby achieving the effect of deformation energy absorption.

[0071] In some embodiments of the present invention, reference Figures 2 to 4 The moving box 230 is provided with a first abutting surface 232 for abutting against the connecting seat 240. The moving box 230 abuts against the connecting seat 240 through the elastic energy absorbing member 210. Therefore, when the elastic energy absorbing member 210 is pushed and compressed by the connecting seat 240, the gap between the connecting seat 240 and the moving box 230 is reduced, so that the connecting seat 240 can directly contact the first abutting surface 232 of the moving box 230. The connecting seat 240 can directly transmit power to the moving box 230 through the first abutting surface 232, so as to push the moving box 230 to move in the energy absorbing direction, compress the plastic energy absorbing member 220, so that the plastic energy absorbing member 220 can be plastically deformed to absorb energy, thereby achieving the purpose of reducing the vertical acceleration of the fuselage.

[0072] In some embodiments of the present invention, reference Figures 2 to 4 The side of the movement box 230 facing the connection seat 240 is provided with a slot 233; the side of the connection seat 240 facing the movement box 230 is provided with an insert block 241; when the first abutting surface 232 abuts against the movement box 230, the insert block 241 extends into the slot 233. The slot 233 can play a positioning role, so that the connection seat 240 and the movement box 230 are positioned and fit, so that the connection seat 240 can better transmit thrust to the movement box 230.

[0073] In some embodiments of the present invention, reference Figure 1 The frame 110 is provided with a control box 114, and the acceleration sensor 400 and the controller 500 are both arranged in the control box 114. The acceleration sensor 400 and the controller 500 are both arranged in the control box 114, which can effectively protect the controller 500 and the acceleration sensor 400 from damage, and it is not easy to fall during landing, ensuring the normal operation of the landing system. The brake control component 310 can also be arranged in the control box 114.

[0074] Based on the aforementioned vertical take-off and landing aircraft landing system, this embodiment further provides a control method for the vertical take-off and landing aircraft landing system, which is applicable to the aforementioned vertical take-off and landing aircraft landing system. The control method includes:

[0075] According to the vertical acceleration of the aircraft collected by the acceleration sensor, the braking force of the braking mechanism on the wheel is controlled to achieve motion control of the wheel;

[0076] The step of controlling the braking force of the brake mechanism on the wheel according to the vertical acceleration of the aircraft collected by the acceleration sensor to achieve motion control of the wheel includes:

[0077] Acquire the numerical signal sent by the acceleration sensor 400;

[0078] Determine whether the numerical signal sent by the acceleration sensor 400 is greater than a preset threshold, determine the change trend of the numerical signal, and control the operation of the braking mechanism according to the determination result;

[0079] If the numerical signal sent by the acceleration sensor 400 is greater than a preset threshold and has an increasing trend, the braking mechanism is controlled to reduce the braking force on the wheel 140 so that the wheel 140 can rotate;

[0080] If the numerical signal sent by the acceleration sensor 400 is less than a preset threshold and maintains a downward or balanced trend, the braking mechanism is controlled to increase the braking force on the wheel 140 to stop the wheel 140 from rotating.

[0081] Based on the above control method, when the aircraft lands, the acceleration sensor 400 arranged on the landing mechanism 100 is used to collect the vertical acceleration of the aircraft fuselage, and the controller 500 actively adjusts the friction coefficient between the landing gear and the ground according to the vertical acceleration of the aircraft fuselage, so as to adjust the work done by the friction between the landing gear and the ground and the work done by the landing gear energy absorption system, thereby actively reducing the vertical acceleration of the aircraft fuselage during landing, so that the vertical acceleration of the fuselage is within a preset threshold, thereby reducing the fuselage load, ensuring that the aircraft fuselage will not be overloaded, reducing the risk of plastic deformation and damage to the fuselage and onboard equipment, reducing the load transmitted to the occupants, improving the safety and reliability of the entire aircraft, and ensuring the safe landing of the aircraft.

[0082] This embodiment also provides an aircraft, which includes the aforementioned vertical take-off and landing aircraft landing system. The aircraft has a fuselage, and the fuselage is arranged on a frame 110.

[0083] When the aircraft of this embodiment lands, the braking mechanism is used to adjust the friction coefficient between the landing gear and the ground, so as to adjust the work done by the friction between the landing gear and the ground and the work done by the landing gear energy absorption system, thereby actively reducing the vertical acceleration of the fuselage of the aircraft when landing, so that the vertical acceleration of the fuselage is within a preset threshold value, thereby reducing the fuselage load, ensuring that the fuselage of the aircraft will not be overloaded, reducing the risk of plastic deformation and damage to the fuselage and onboard equipment, reducing the load transmitted to the occupants, improving the safety and reliability of the entire aircraft, and ensuring the safe landing of the aircraft.

[0084] In summary, the vertical take-off and landing aircraft landing system, control method and aircraft provided by the present invention have at least the following beneficial effects:

[0085] The support frames of the landing mechanism 100 are all provided with wheels 140, and the support frames are all connected with energy absorption mechanisms 200. The braking mechanism can actively adjust the friction coefficient between the landing gear and the ground when the aircraft lands, so as to adjust the friction work between the landing gear and the ground and the work done by the landing gear energy absorption system, thereby actively reducing the vertical acceleration of the fuselage of the aircraft when landing, so that the vertical acceleration of the fuselage is within a preset threshold, reducing the risk of plastic deformation and damage to the fuselage and onboard equipment, reducing the load transmitted to the occupants, improving the safety and reliability of the entire aircraft, and ensuring the safe landing of the aircraft.

[0086] The above are only preferred embodiments of the present invention. It should be pointed out that, for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. A vertical take-off and landing aircraft landing system, characterized in that: include: The landing mechanism comprises a frame, a support frame and a wheel arranged at the lower end of the support frame; the support frame is rotatably connected to the frame; An energy absorbing mechanism, which is arranged on the frame and connected to the support frame; the energy absorbing mechanism is used to absorb the kinetic energy when the support frame is turned outward; A braking mechanism is connected to the wheel; the braking mechanism is used to adjust the braking force on the wheel to control the rotational torque of the wheel.

2. The vertical take-off and landing aircraft landing system according to claim 1, characterized in that: The vertical take-off and landing aircraft landing system further includes: an acceleration sensor disposed on the frame and a controller connected to the acceleration sensor and the braking mechanism signal; The controller controls the braking force of the brake mechanism on the wheel according to the vertical acceleration of the aircraft collected by the acceleration sensor, thereby achieving motion control of the wheel.

3. The vertical take-off and landing aircraft landing system according to claim 2, characterized in that: The controller is configured to: Determine whether the numerical signal is greater than a preset threshold, and determine the change trend of the numerical signal; If the numerical signal is greater than a preset threshold and has an increasing trend, controlling the braking mechanism to reduce the braking force on the wheel so that the wheel can rotate; If the numerical signal is less than a preset threshold and maintains a downward or balanced trend, the braking mechanism is controlled to increase the braking force on the wheel to stop the wheel from rotating.

4. The vertical take-off and landing aircraft landing system according to claim 1, characterized in that: The support frame includes a first support frame and a second support frame; the opposite sides of the frame are rotatably connected to the first support frame and the second support frame respectively; the lower end of the first support frame and the lower end of the second support frame are both provided with the wheel; the rotation axis of the wheel is parallel to the rotation axis of the first support frame and the second support frame.

5. The vertical take-off and landing aircraft landing system according to claim 4, characterized in that: The first support frame and the second support frame have the same structure and both include a frame body, a first articulated seat, a wheel rod and a connecting end; the wheel rod is arranged at the lower end of the frame body, and the wheel is located on the wheel rod; the connecting end is located at the upper end of the frame body, and the connecting end is connected to the energy absorbing mechanism; the first articulated seat is arranged on the frame body and is located between the wheel rod and the connecting end; the first articulated seat is rotatably connected to the frame.

6. The vertical take-off and landing aircraft landing system according to claim 5, characterized in that: The energy absorbing mechanism is located on the side of the connecting end facing the frame, and the energy absorbing mechanism includes an elastic energy absorbing member, a plastic energy absorbing member, a moving box and a connecting seat; the connecting seat is hinged to the connecting end; the frame is provided with an energy absorbing sliding seat; the energy absorbing sliding seat is provided with a slide groove extending along the energy absorbing direction; the plastic energy absorbing member, the moving box and the elastic energy absorbing member are abutted in sequence along the energy absorbing direction and are all located in the slide groove, the moving box is slidably connected to the slide groove; the connecting seat is connected to the elastic energy absorbing member.

7. The vertical take-off and landing aircraft landing system according to claim 6, characterized in that: The energy absorbing sliding seat is provided with a shear pin; the moving box is provided with a latch hole; the shear pin extends into the latch hole, and the extending direction of the shear pin intersects with the energy absorbing direction.

8. The vertical take-off and landing aircraft landing system according to claim 6, characterized in that: The movement box is provided with a receiving hole for receiving the elastic energy absorbing member.

9. The vertical take-off and landing aircraft landing system according to claim 6, characterized in that: The movement box is provided with a first abutting surface for abutting against the connection seat.

10. The vertical take-off and landing aircraft landing system according to claim 9, characterized in that: A slot is provided on one side of the sport box facing the connection seat; an insert block is provided on one side of the connection seat facing the sport box; when the first abutting surface abuts against the sport box, the insert block extends into the slot.

11. The vertical take-off and landing aircraft landing system according to claim 2, characterized in that: The frame is provided with a control box, and the acceleration sensor and the controller are both arranged in the control box.

12. A control method for a vertical take-off and landing aircraft landing system, characterized in that: Applicable to the vertical take-off and landing aircraft landing system according to any one of claims 2 to 11, the control method comprising: According to the vertical acceleration of the aircraft collected by the acceleration sensor, the braking force of the braking mechanism on the wheel is controlled to achieve motion control of the wheel.

13. The control method of a vertical take-off and landing aircraft landing system according to claim 12, characterized in that: The step of controlling the braking force of the brake mechanism on the wheel according to the vertical acceleration of the aircraft collected by the acceleration sensor to achieve motion control of the wheel comprises: Acquire a numerical signal sent by the acceleration sensor; Determine whether the numerical signal is greater than a preset threshold value, determine the change trend of the numerical signal, and control the operation of the braking mechanism according to the determination result; If the numerical signal is greater than a preset threshold and has an increasing trend, controlling the braking mechanism to reduce the braking force on the wheel so that the wheel can rotate; If the numerical signal is less than a preset threshold and maintains a downward or balanced trend, the braking mechanism is controlled to increase the braking force on the wheel to stop the wheel from rotating.

14. An aircraft, characterized in that: include: A vertical take-off and landing aircraft landing system as claimed in any one of claims 1 to 11.

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