A vertical take-off and landing aircraft landing system, control method and aircraft

Abstract

The application belongs to the technical field of aircrafts, and specifically discloses a vertical take-off and landing aircraft landing system, a control method and an aircraft. The vertical take-off and landing aircraft landing system comprises a landing mechanism, an energy absorption mechanism and a braking mechanism. The landing mechanism comprises a frame, a support frame and a wheel arranged at the lower end of the support frame. The energy absorption mechanism is arranged on the frame and is used for absorbing kinetic energy when the support frame is turned outwards. The braking mechanism is used for adjusting the braking force of the wheel to adjust the turning-out amplitude of the support frame. When the aircraft lands, the braking mechanism actively adjusts the friction coefficient between the landing gear and the ground to adjust the size of the friction work of the landing gear and the work of the energy absorption system of the landing gear, thereby reducing the vertical acceleration of the fuselage of the aircraft, further reducing the fuselage load, reducing the risk of plastic deformation and damage of the fuselage and airborne equipment, reducing the load transmitted to the passengers, improving the safety and reliability of the whole machine, ensuring the safe landing of the aircraft, and reducing the risk of damage of the aircraft due to hard landing.

Description

TECHNICAL FIELD

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

[0002] At present, the vertical landing aircraft with a traditional skid landing gear structure requires that the landing gear system should be able to stably support the aircraft during landing. The energy of the landing process changes: the total energy of the aircraft is the sum of the internal energy of the fuselage, the friction work of the landing gear and the ground, and the work of the landing gear energy absorption system. Among them, the internal energy of the fuselage is represented by the size of the fuselage gravity center acceleration. The smaller the acceleration, the smaller the fuselage load, the smaller the risk of plastic deformation and damage of the fuselage and on-board equipment, and the smaller the load transmitted to the passengers, and the higher the safety and reliability of the whole machine. Since the total energy of the aircraft during landing is dynamically changing, the energy absorbed by the landing gear energy absorption system is limited, and the friction coefficient of the traditional skid landing gear and the ground is a constant value. The energy absorbed by the system is limited, the fuselage gravity center acceleration will increase with the increase of the total energy of the aircraft, especially when it exceeds the upper limit of the energy absorbed by the system, there is a risk of hard landing leading to increased passenger injury, and a risk of excessive fuselage load leading to damage of the machine or equipment. SUMMARY

[0003] The purpose of the present application 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 of the traditional skid landing gear and the ground is a constant value, the energy absorbed by the system is limited, the fuselage gravity center acceleration will increase with the increase of the total energy of the aircraft, there is a risk of hard landing leading to increased passenger injury, and a risk of excessive fuselage load leading to damage of the machine or equipment.

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

[0005] A landing gear comprising a frame, a support frame and a wheel arranged at the lower end of the support frame; the support frame is rotationally connected with the frame;

[0006] An energy absorption mechanism arranged on the frame, and the energy absorption mechanism is connected with the support frame; the energy absorption mechanism is used for absorbing the kinetic energy when the support frame is turned outwards;

[0007] A brake mechanism connected with the wheel; the brake mechanism is used for adjusting the braking force of 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 arranged on the frame and a controller connected with the acceleration sensor and the brake mechanism.

[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, so as to realize the motion control of the wheel.

[0010] Preferably, the controller is configured to:

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

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

[0013] if the numerical signal is less than the preset threshold value and has a downward or balanced trend, control the brake mechanism to increase the braking force on the wheel, so that the wheel stops 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 with 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 hinged 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 with the energy absorption mechanism; the first hinged seat is arranged on the frame body and located between the wheel rod and the connecting section; the first hinged seat is rotatably connected with the frame.

[0016] Preferably, the energy absorption mechanism is located on the side of the connecting end facing the frame, and the energy absorption mechanism includes an elastic energy absorption piece, a plastic energy absorption piece, a motion box, and a connecting seat; the connecting seat is hinged with the connecting end; the frame is provided with an energy absorption sliding seat; the energy absorption sliding seat is provided with a sliding groove extending in the energy absorption direction; the plastic energy absorption piece, the motion box, and the elastic energy absorption piece are sequentially abutted in the energy absorption direction and all located in the sliding groove, and the motion box is slidably connected with the sliding groove; the connecting seat is connected with the elastic energy absorption piece.

[0017] Preferably, the energy absorption sliding seat is provided with a shear pin; the motion box is provided with a pin hole; the shear pin extends into the pin hole, and the extension direction of the shear pin intersects with the energy absorption direction.

[0018] Preferably, the motion box is provided with a containing hole for containing the elastic energy absorption piece.

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

[0020] Preferably, a side of the motion box facing the connecting seat is provided with a slot; a side of the connecting seat facing the motion box is provided with a plug; when the first abutting surface abuts with the motion box, the plug extends into the slot.

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

[0022] The second aspect of the present application provides a control method of a VTOL aircraft landing system, which is applicable to the aforementioned VTOL aircraft landing system, and the control method comprises:

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

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

[0025] Obtaining the numerical signal sent by the acceleration sensor;

[0026] Judging whether the numerical signal is greater than a preset threshold value and judging the change trend of the numerical signal, and controlling the operation of the brake mechanism according to the judgment result;

[0027] If the numerical signal is greater than the preset threshold value and has an increasing trend, the brake force of the brake mechanism on the wheel is controlled to be reduced so that the wheel can rotate;

[0028] If the numerical signal is less than the preset threshold value and has a downward or balanced trend, the brake force of the brake mechanism on the wheel is controlled to be increased so that the wheel stops rotating.

[0029] The third aspect of the present application provides an aircraft, which comprises the aforementioned VTOL aircraft landing system.

[0030] The vertical take-off and landing aircraft landing system, the control method and the aircraft have the beneficial effects that: the support frames of the take-off and landing mechanisms are all provided with machine wheels, the support frames are all connected with energy absorption mechanisms, the friction coefficient between the landing gears and the ground is actively adjusted by the brake mechanism when the aircraft lands, so that the friction work of the landing gears and the ground and the work of the energy absorption system of the landing gears are adjusted, 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, thereby reducing the load of the fuselage, ensuring that the fuselage of the aircraft does not operate under overload, reducing the risk of plastic deformation and damage of the fuselage and airborne equipment, reducing the load transmitted to the passengers, improving the safety and reliability of the whole machine, ensuring the safe landing of the aircraft, and reducing the risk of damage of the aircraft due to hard landing.

[0031] Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following description and drawings. BRIEF DESCRIPTION OF DRAWINGS

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

[0033] Figure 2 is Figure 1 is an enlarged structural schematic diagram of A in FIG.

[0034] Figure 3 is a structural schematic diagram of an energy absorption mechanism and a frame body after disassembly of an embodiment of the application;

[0035] Figure 4 is a structural schematic diagram of an energy absorption mechanism and a frame body after combination of an embodiment of the application;

[0036] Figure 5 is a control flow schematic block diagram of a vertical take-off and landing aircraft landing system of an embodiment of the application.

[0037] In the drawings, 100, take-off and landing mechanism; 110, frame; 111, energy absorption sliding seat; 112, sliding groove; 113, shear pin; 114, control box; 115, hinged shaft; 120, first support frame; 130, second support frame; 140, machine wheel; 150, frame body; 151, cross rod; 160, first hinged seat; 170, wheel rod; 180, connecting end; 200, energy absorption mechanism; 210, elastic energy absorption piece; 220, plastic energy absorption piece; 230, movement box; 231, containing hole; 232, first abutting surface; 233, insertion slot; 240, connecting seat; 241, insertion block; 310, brake control assembly; 400, acceleration sensor; 500, controller. DETAILED DESCRIPTION

[0038] Embodiments of the present application are described below in the accompanying drawings, of which the same or similar components have the same or similar designations throughout the several views and drawing figures. Embodiments described below are exemplary only, and are not intended to be limiting of the present application.

[0039] In the description of the present application, it needs to be understood that the orientation description, such as the orientation or position relationship indicated by up, down, front, back, left, right, etc. is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0040] In the description of the present application, several meanings are one or more, and the meaning of multiple is two or more, greater than, less than, more than, etc. are understood as not including the number, above, below, etc. are understood as including the number. If the first, second is described, it is only for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of technical features indicated.

[0041] In the description of the present application, unless otherwise explicitly limited, the words such as setting, installing, connecting, etc. should be broadly understood, and the person skilled in the art can reasonably determine the specific meaning of the above words in the present application in combination with the specific content of the technical solution.

[0042] Please refer to Figures 1 to 5 , now the landing system of the vertical take-off and landing aircraft provided by the embodiment of the present application is described.

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

[0044] The take-off and landing mechanism 100 comprises a frame 110, a support frame, and a landing gear 140 arranged at the lower end of the support frame, and the support frame is rotationally connected with the frame 110; the frame 110 is connected with the aircraft, and when the aircraft lands, the frame 110 is in contact with the ground through the landing gear 140 at the lower end of the support frame;

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

[0046] The brake mechanism is connected with the wheel 140, and the brake mechanism is used to adjust the braking force of the wheel 140 to control the rotation torque of the wheel 140. The wheel 140 is provided with a brake disc, and the brake mechanism is provided with brake pads or brake blocks. The brake pads or brake blocks can provide friction force for the brake disc. The brake mechanism can control the pressure of the brake pads on the brake disc to adjust the friction force of the brake disc of the wheel 140, so as to adjust the braking force of the wheel 140 to control the rotation torque of the wheel 140, so as to achieve the state of wheel 140 locking (the rotation torque of the wheel 140 is zero) or the wheel 140 being completely released (the brake pads or brake blocks are not in contact with the brake disc), or the wheel 140 being decelerated with friction (the brake pads or brake blocks are in contact with the brake disc but not locked).

[0047] Since the support frame is in contact with the ground through the wheel 140, the brake mechanism can clamp and lock the wheel 140 so that the wheel 140 cannot rotate. The support frame and the ground are in sliding friction, the friction coefficient between the support frame and the ground is improved, the friction work between the landing gear and the ground is increased, the turning-out amplitude of the support frame is reduced, the energy absorption displacement of the energy absorption mechanism 200 is reduced, and the work of the landing gear energy absorption system is reduced. Moreover, the brake mechanism can also release the wheel 140 so that the wheel 140 can rotate, so that the support frame and the ground are in rolling friction. Compared with the sliding friction between the support frame and the ground, the friction coefficient between the support frame and the ground is reduced, the friction work between the landing gear and the ground is reduced, the support frame is more likely to turn outwards, the turning-out 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, thereby reducing the vertical acceleration of the aircraft body when the aircraft lands, and reducing the energy in the aircraft body.

[0048] Energy change of the landing process: the total energy of the aircraft is the sum of the internal energy of the fuselage, the friction work of the landing gear and the ground, and the work of the landing gear energy absorption system. Therefore, by adjusting the braking force of the wheels 140, the friction coefficient between the landing gear and the ground can be adjusted, the friction work of the landing gear and the ground and the work of the landing gear energy absorption system can be adjusted, 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 load of the fuselage, ensuring that the aircraft fuselage will not be overloaded, reducing the risk of plastic deformation and damage of the fuselage and airborne equipment, reducing the load transmitted to the passengers, improving the safety and reliability of the whole machine, 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 application, the vertical take-off and landing aircraft landing system further comprises: 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; in this embodiment, the acceleration sensor 400 is located at the center of gravity of the aircraft fuselage to facilitate the acceleration sensor 400 to 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, facilitating the controller 500 to calculate the size of the vertical acceleration at the center of gravity.

[0051] The controller 500 is signal connected with the acceleration sensor 400 and the brake mechanism; 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 brake mechanism on the wheels 140 according to the real-time vertical acceleration of the fuselage fed back by the acceleration sensor 400, to realize the motion control of the wheels.

[0052] When the real-time vertical acceleration of the aircraft fuselage during landing is greater than the preset threshold, the controller 500 controls the brake mechanism to reduce the braking force on the wheels 140, so that the rolling friction between the support frame and the ground is generated, the friction work of the landing gear and the ground is reduced, the outward turning 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 aircraft fuselage during landing, reducing the internal energy of the fuselage, and further reducing the load of the fuselage, ensuring that the aircraft fuselage will not be overloaded, reducing the risk of plastic deformation and damage of the fuselage and airborne equipment, reducing the load transmitted to the passengers, improving the safety and reliability of the whole machine, 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 application, the controller 500 is configured to:

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

[0055] If the value signal sent by the acceleration sensor 400 is greater than the preset threshold value and has an increasing trend, the controller 500 controls the brake mechanism to reduce the braking force on the wheel 140, so that the wheel 140 can rotate;

[0056] If the value signal sent by the acceleration sensor 400 is less than the preset threshold value and has a downward or balanced trend, the controller 500 controls the brake mechanism to increase the braking force on the wheel 140, so that the wheel 140 stops rotating.

[0057] During the entire landing process of the aircraft, the controller 500 will determine the trend of the vertical acceleration at the center of gravity of the aircraft and whether the acceleration is greater than a preset threshold value according to the real-time collected vertical acceleration at the center of gravity of the aircraft after data processing, and then the controller 500 will control the brake mechanism to implement the corresponding braking strategy.

[0058] During the flight of the aircraft, the state of the wheel 140 is in a braking locked state; that is, the initial state of the wheel 140 is in a braking locked state when the aircraft needs to land; 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 a preset threshold value and has an increasing trend, it indicates that the energy absorption mechanism 200 and the landing gear 100 do not have enough friction work with the ground, resulting in an increase in the internal energy of the aircraft body that is too large. At this time, the controller 500 will adjust the braking strategy to send to the brake mechanism; the brake mechanism will release the wheel 140, reduce the braking force on the wheel 140, and make the wheel 140 change from the braking locked state to the released state that can rotate, 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 increases, and the energy absorption mechanism 200 on the frame 110 is accelerated to compress and do work, so as to absorb more energy and greatly increase the work amount of the landing gear energy absorption system, so that the internal energy of the aircraft body decreases, 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 value and keeps the trend of descending or balancing, it indicates that the landing gear energy absorption system and the landing gear friction with the ground are sufficient to make the internal energy of the aircraft body remain in a controllable state. At this time, the controller 500 will adjust the braking strategy to send to the brake mechanism; the brake mechanism will increase the braking force on the wheel 140, so that the wheel 140 changes from the rotatable release state to the brake lock state, so that the friction between the wheel 140 and the ground changes from rolling friction to sliding friction, and the outward turning amplitude of the support frame is reduced, then the landing gear friction with the ground increases, the landing gear energy absorption system does work to reduce, and the vertical acceleration at the center of gravity of the aircraft is increased and less than the preset threshold value.

[0060] The preset threshold value is set according to parameters such as the weight of the aircraft, the performance of the energy absorption mechanism 200, the friction coefficient between the wheel 140 and the ground, etc. When the vertical acceleration is greater than the preset threshold value for a certain time, the load of the aircraft is larger, so that the risk of plastic deformation and damage of the aircraft body and airborne equipment gradually increases, and the safety and reliability of the whole machine are also lower.

[0061] In some embodiments of the present application, the landing gear 100 includes a frame 110, a first support frame 120 and a second support frame 130; the opposite sides of the frame 110 are respectively rotatably connected with the first support frame 120 and the second support frame 130; the lower end of the first support frame 120 and the lower end of the second support frame 130 are both provided with a wheel 140; 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; the first support frame 120 and the second support frame 130 are similar in structure, 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 whole frame 110 and prevent the frame 110 from rolling over. The frame 110 is used to connect with the fuselage of the aircraft. The first support frame 120 and the second support frame 130 and the frame 110 form a skid type landing gear, and the first support frame 120 and the second support frame 130 can be turned outward during energy absorption. 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, so that when the first support frame 120 and the second support frame 130 are turned outward, if the wheel 140 can rotate, the friction between the first support frame 120 and the second support frame 130 and the ground can be reduced by using the wheel 140, so that the first support frame 120 and the second support frame 130 can be better turned outward, so as to push the energy absorption mechanism 200 to buffer and absorb energy.

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

[0063] The first support frame 120 and the second support frame 130 of the landing gear 100 are both provided with the wheel 140, and the vertical acceleration of the aircraft is collected by using the acceleration sensor 400 arranged on the landing gear 100; then the controller 500 actively adjusts the friction coefficient between the landing gear and the ground according to the vertical acceleration of the aircraft, so as to adjust the size of the friction work between the landing gear and the ground and the work of the energy absorption system of the landing gear, thereby actively reducing the vertical acceleration of the aircraft during landing, so that the vertical acceleration of the aircraft is within a preset threshold, thereby reducing the load of the aircraft, ensuring that the aircraft body does not operate under overload, reducing the risk of plastic deformation and damage of the aircraft body and the on-board equipment, reducing the load transmitted to the passengers, improving the safety and reliability of the whole machine, and ensuring the safe landing of the aircraft.

[0064] It should be noted that the brake mechanism can further include a brake control assembly 310 and a brake execution assembly; the brake control assembly 310 is a PLC control board, used for storing a brake strategy; when the controller 500 transmits a brake strategy signal that needs to be started, the brake control assembly 310 can read the corresponding instruction to control the brake execution assembly to execute. The brake execution assembly is a brake pad or a brake block, and a driving device for controlling the movement of the brake pad or the brake block, so as to control the friction force between the brake pad or the brake block and the wheel 140, adjust the braking force of the brake mechanism on the wheel 140, and thereby adjust the rotational torque of the wheel 140. The driving device can be an electric motor, a hydraulic motor or a pneumatic motor for servo control.

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

[0066] In some embodiments of the present application, reference is made to Figures 1 to 3The first support frame 120 and the second support frame 130 are identical in structure and each 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 machine 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 with the energy absorption mechanism 200. The first hinged seat 160 is arranged on the frame body 150 and located between the connecting end 180 and the wheel rod 170. The first hinged seat 160 is rotationally connected with the frame 110. When the aircraft lands, the machine wheel 140 on the wheel rod 170 contacts the ground, and the first support frame 120 and the second support frame 130 are both turned outwards, so that the connecting end 180 at the upper end of the frame body 150 will be closer to the inside, so as to better push the energy absorption mechanism 200 to the middle of the frame 110, so as to achieve the purpose of compressing the energy absorption mechanism 200, so that the energy absorption mechanism 200 can be buffered and energy-absorbed, and the vertical acceleration of the fuselage can be reduced. Specifically, the first support frame 120 and the second support frame 130 are both U-shaped frames, and the middle parts of the U-shaped frames are connected by a cross rod 151 to increase the connecting strength of the support frame. The first hinged seat 160 is hinged with the frame 110 through a hinged shaft 115 on the frame 110. In addition, the first support frame 120 and the second support frame 130 can also be other shapes of skid frames.

[0067] In some embodiments of the present application, reference is made to Figures 2 to 4The energy absorption mechanism 200 is located on the side of the connecting end 180 facing the rack 110, the energy absorption mechanism 200 comprises an elastic energy absorption piece 210, a plastic energy absorption piece, a movement box 230 and a connecting seat 240; the connecting seat 240 is hinged with the connecting end 180; the rack 110 is provided with an energy absorption sliding seat 111; the energy absorption sliding seat 111 is provided with a sliding groove 112 extending along the energy absorption direction L; it is to be noted that the energy absorption direction L is the compression direction of the energy absorption mechanism 200. The plastic energy absorption piece, the movement box 230 and the elastic energy absorption piece 210 are sequentially abutted along the energy absorption direction and are all located in the sliding groove 112, the movement box 230 is slidingly connected with the sliding groove 112; the connecting seat 240 is connected with the elastic energy absorption piece 210. The elastic energy absorption piece 210 is connected with the rack body 150 through the connecting seat 240, and the energy absorption capacity of the elastic energy absorption piece 210 is smaller than that of the plastic energy absorption piece; when the aircraft lands, if the vertical acceleration of the fuselage is less than a preset threshold value and keeps the trend of descending or balancing, then the wheel 140 is in a locked state, the everted amplitude of the first support frame 120 and the second support frame 130 is small, at this time, only the elastic energy absorption piece 210 can be compressed, so that the energy absorption mechanism 200 is in elastic energy absorption, and the purpose of buffering and energy absorption can be achieved; if the vertical acceleration of the fuselage is greater than the preset threshold value and has a trend of increasing, at this time, the wheel 140 is in a releasable rotating state, the everted amplitude of the first support frame 120 and the second support frame 130 is large, so that the connecting end 180 is close to the inner rack 110 to push the elastic energy absorption piece 210, the movement box 230 and the plastic energy absorption piece to compress along the energy absorption direction, the plastic energy absorption piece generates plastic deformation to absorb energy, so that the kinetic energy of the first support frame 120 or the second support frame 130 can be greatly absorbed, and the purpose of reducing the vertical acceleration of the fuselage can be achieved, and the energy absorption mechanism 200 adopts plastic energy absorption to achieve the purpose of buffering and energy absorption.

[0068] In some embodiments of the present application, with reference to Figures 2 to 4The energy-absorbing sliding seat 111 is provided with a shearing pin 113; the movement box 230 is provided with a pin hole; the shearing pin 113 extends into the pin hole, and the extension direction of the shearing pin 113 intersects the energy-absorbing direction. That is, the movement box 230 is fixed on the energy-absorbing sliding seat 111 through the shearing pin 113; when the load of the connecting end 180 on the connecting seat 240 and the elastic energy-absorbing piece 210 is less than the shearing load of the shearing pin 113, the connecting end 180 only pushes the elastic energy-absorbing piece 210 inward, so that the elastic energy-absorbing piece 210 is elastically deformed to absorb energy, that is, the purpose of buffering and energy absorption is achieved; when the load of the connecting end 180 on the connecting seat 240 and the elastic energy-absorbing piece 210 is greater than the shearing load of the shearing pin 113, the elastic energy-absorbing piece 210 is still not balanced after being fully compressed, and will push the movement box 230 to move in the energy-absorbing direction, so that the shearing pin 113 is deformed or even sheared by the shearing load, and then the movement box 230 pushes the plastic energy-absorbing piece to deform plastically to absorb kinetic energy. It should be noted that, in some preferred embodiments, the extension direction of the shearing pin 113 is perpendicular to the energy-absorbing direction.

[0069] It can be mentioned that the elastic energy-absorbing piece 210 can be a buffering rubber or a spring or the like which can be elastically deformed to absorb energy; the plastic energy-absorbing piece 220 can be an energy-absorbing box made of aluminum alloy or a hydraulic cylinder or the like which can be plastically deformed to absorb energy.

[0070] In some embodiments of the present application, referring to Figures 2 to 4 The movement box 230 is provided with an accommodating hole 231 for accommodating the elastic energy-absorbing piece 210. The accommodating hole 231 can support the elastic energy-absorbing piece 210, and the size of the accommodating hole 231 is matched with the size of the elastic energy-absorbing piece 210, so that the elastic energy-absorbing piece 210 can extend into the accommodating hole 231, and when the connecting seat 240 pushes the elastic energy-absorbing piece 210 in the energy-absorbing direction, the elastic energy-absorbing piece 210 can be elastically deformed in the energy-absorbing direction, so as to achieve the effect of deforming to absorb energy.

[0071] In some embodiments of the present application, referring to Figures 2 to 4 The movement box 230 is provided with a first abutting surface 232 for abutting against the connecting seat 240. The movement box 230 and the connecting seat 240 are in abutment through the elastic energy-absorbing piece 210, so that when the elastic energy-absorbing piece 210 is pushed and compressed by the connecting seat 240, the gap between the connecting seat 240 and the movement box 230 is reduced, so that the connecting seat 240 can directly contact the first abutting surface 232 of the movement box 230, and the connecting seat 240 can directly transmit power to the movement box 230 through the first abutting surface 232, so as to push the movement box 230 to move in the energy-absorbing direction, compress the plastic energy-absorbing piece 220, and make the plastic energy-absorbing piece 220 plastically deform to absorb energy, so as to achieve the purpose of reducing the vertical acceleration of the fuselage.

[0072] In some embodiments of the present application, referring to Figures 2 to 4 The side of the motion box 230 facing the connecting seat 240 is provided with a slot 233; the side of the connecting seat 240 facing the motion box 230 is provided with an insertion block 241; when the first abutting surface 232 abuts against the motion box 230, the insertion block 241 extends into the slot 233. The slot 233 can play a positioning role, so that the connecting seat 240 and the motion box 230 are positioned and fitted, so that the connecting seat 240 better transmits the thrust to the motion box 230.

[0073] In some embodiments of the present application, referring to Figure 1 The rack 110 is provided with a control box 114, and the acceleration sensor 400 and the controller 500 are arranged in the control box 114. Arranging the acceleration sensor 400 and the controller 500 in the control box 114 can effectively protect the controller 500 and the acceleration sensor 400 from being damaged, and the controller 500 and the acceleration sensor 400 are not easy to fall off during landing, ensuring the normal operation of the landing system. The brake control assembly 310 can also be arranged in the control box 114.

[0074] Based on the vertical take-off and landing aircraft landing system described above, the present embodiment further provides a control method of a vertical take-off and landing aircraft landing system, which is suitable for the vertical take-off and landing aircraft landing system described above, and the control method comprises the following steps:

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

[0076] The step of controlling the brake force of the brake mechanism on the machine wheel according to the vertical acceleration of the aircraft collected by the acceleration sensor to realize the motion control of the machine wheel comprises the following steps:

[0077] The numerical signal sent by the acceleration sensor 400 is acquired;

[0078] It is judged whether the numerical signal sent by the acceleration sensor 400 is greater than a preset threshold value, and the trend of the numerical signal is judged, and the brake mechanism is controlled to operate according to the judgment result;

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

[0080] If the numerical signal sent by the acceleration sensor 400 is less than the preset threshold value and has a downward or balanced trend, the brake mechanism is controlled to increase the brake force on the machine wheel 140, so that the machine wheel 140 stops rotating.

[0081] Based on the foregoing control method, when the aircraft lands, the vertical acceleration of the fuselage of the aircraft is collected by the acceleration sensor 400 arranged on the landing gear 100, and 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 size of the friction work between the landing gear and the ground and the work of the energy absorption system of the landing gear, thereby actively reducing the vertical acceleration of the fuselage of the aircraft during landing, so that the vertical acceleration of the fuselage is within the preset threshold, thereby reducing the load of the fuselage, ensuring that the fuselage of the aircraft will not be overloaded, reducing the risk of plastic deformation and damage of the fuselage and airborne equipment, reducing the load transmitted to the passengers, improving the safety and reliability of the whole machine, and ensuring the safe landing of the aircraft.

[0082] The embodiment also provides an aircraft, which comprises the vertical take-off and landing aircraft landing system described above, and the aircraft has a fuselage arranged on the landing gear 110.

[0083] When the aircraft of the embodiment lands, the friction coefficient between the landing gear and the ground is adjusted by the brake mechanism, so as to adjust the size of the friction work between the landing gear and the ground and the work of the energy absorption system of the landing gear, thereby actively reducing the vertical acceleration of the fuselage of the aircraft during landing, so that the vertical acceleration of the fuselage is within the preset threshold, thereby reducing the load of the fuselage, ensuring that the fuselage of the aircraft will not be overloaded, reducing the risk of plastic deformation and damage of the fuselage and airborne equipment, reducing the load transmitted to the passengers, improving the safety and reliability of the whole machine, and ensuring the safe landing of the aircraft.

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

[0085] The support frame of the landing gear 100 is provided with a landing gear wheel 140, and the support frame is connected with the energy absorption mechanism 200. The brake mechanism can actively adjust the friction coefficient between the landing gear and the ground when the aircraft lands, so as to adjust the size of the friction work between the landing gear and the ground and the work of the energy absorption system of the landing gear, thereby actively reducing the vertical acceleration of the fuselage of the aircraft during landing, so that the vertical acceleration of the fuselage is within the preset threshold, thereby reducing the risk of plastic deformation and damage of the fuselage and airborne equipment, reducing the load transmitted to the passengers, improving the safety and reliability of the whole machine, and ensuring the safe landing of the aircraft.

[0086] The above is only the preferred embodiment of the present application, and it should be pointed out that for ordinary skilled persons in the technical field, several improvements and replacements can be made without departing from the technical principles of the present application, and these improvements and replacements should also be regarded as the protection scope of the present application.

Claims

1. A vertical take-off and landing aircraft landing system, characterised in that, The vertical take-off and landing aircraft landing system comprises a landing gear, a support frame and a wheel arranged at the lower end of the support frame; the support frame is rotationally connected with the landing gear; an energy absorption mechanism arranged on the landing gear and connected with the support frame; the energy absorption mechanism is used for absorbing the kinetic energy of the support frame when it is turned outwards; a brake mechanism connected with the wheel; the brake mechanism is used for adjusting the braking force of the wheel to control the rotation torque of the wheel; the vertical take-off and landing aircraft landing system further comprises an acceleration sensor arranged on the landing gear and a controller connected with the acceleration sensor and the brake mechanism; the controller controls the braking force of the wheel by the brake mechanism according to the vertical acceleration of the aircraft collected by the acceleration sensor, so as to realize the motion control of the wheel; the controller is configured to: acquire the numerical signal sent by the acceleration sensor; determine whether the numerical signal is greater than a preset threshold value and the change trend of the numerical signal; if the numerical signal is greater than the preset threshold value and has an increasing trend, the brake mechanism is controlled to reduce the braking force of the wheel, so that the wheel can rotate; if the numerical signal is less than the preset threshold value and has a downward or balanced trend, the brake mechanism is controlled to increase the braking force of the wheel, so that the wheel stops rotating. the support frame comprises a first support frame and a second support frame; the landing gear is rotationally connected with the first support frame and the second support frame on opposite sides; 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 axes of the first support frame and the second support frame.

2. The vertical take-off and landing aircraft landing system of claim 1, wherein, the first support frame and the second support frame have the same structure and both comprise a frame body, a first hinge 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 with the energy absorption mechanism; the first hinge seat is arranged on the frame body and located between the wheel rod and the connecting end; the first hinge seat is rotationally connected with the landing gear.

3. The vertical take-off and landing aircraft landing system of claim 2, wherein, the energy absorption mechanism is located on the side of the connecting end facing the landing gear; the energy absorption mechanism comprises an elastic energy absorption piece, a plastic energy absorption piece, a movement box and a connecting seat; the connecting seat is hingedly connected with the connecting end; the landing gear is provided with an energy absorption sliding seat; the energy absorption sliding seat is provided with a sliding groove extending in the energy absorption direction; the plastic energy absorption piece, the movement box and the elastic energy absorption piece are sequentially abutted in the energy absorption direction and all located in the sliding groove; the movement box is slidingly connected with the sliding groove; the connecting seat is connected with the elastic energy absorption piece.

4. The vertical take-off and landing aircraft landing system of claim 3, wherein, the energy absorption sliding seat is provided with a shear pin; the movement box is provided with a pin hole; the shear pin extends into the pin hole, and the extension direction of the shear pin intersects with the energy absorption direction.

5. The vertical take-off and landing aircraft landing system of claim 4, wherein, the movement box is provided with an accommodation hole for accommodating the elastic energy absorption piece.

6. The vertical take-off and landing aircraft landing system according to claim 4, wherein, the movement box is provided with a first abutting surface for abutting with the connecting seat.

7. The vertical take-off and landing aircraft landing system according to claim 4, wherein, ​ 8. The vertical take-off and landing aircraft landing system according to claim 7, wherein, The motion box is provided with a slot on the side facing the connecting seat; the connecting seat is provided with an insertion block on the side facing the motion box; when the first abutting surface abuts against the motion box, the insertion block extends into the slot.

9. The vertical take-off and landing aircraft landing system according to claim 1, wherein, The machine frame is provided with a control box, and the acceleration sensor and the controller are arranged in the control box.

10. A control method for a vertical take-off and landing aircraft landing system, characterized in that, The control method is suitable for the vertical take-off and landing aircraft landing system according to any one of claims 1-9, and the control method comprises: According to the vertical acceleration of the aircraft collected by the acceleration sensor, the brake force of the brake mechanism on the machine wheel is controlled to realize the movement control of the machine wheel; The step of controlling the brake force of the brake mechanism on the machine wheel according to the vertical acceleration of the aircraft collected by the acceleration sensor to realize the movement control of the machine wheel comprises: The numerical signal sent by the acceleration sensor is acquired; It is judged whether the numerical signal is greater than a preset threshold value, and the change trend of the numerical signal is judged, and the brake mechanism is controlled to operate according to the judgment result; If the numerical signal is greater than the preset threshold value and has an increasing trend, the brake mechanism is controlled to reduce the brake force on the machine wheel, so that the machine wheel can rotate; If the numerical signal is less than the preset threshold value and keeps a downward or balanced trend, the brake mechanism is controlled to increase the brake force on the machine wheel, so that the machine wheel stops rotating.

11. An aircraft characterized by, It comprises: The vertical take-off and landing aircraft landing system according to any one of claims 1-9.

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