Landing device for long-voyage manned vertical take-off and landing aircraft

Abstract

The invention discloses a landing device for a long-voyage manned vertical take-off and landing aircraft, and belongs to the technical field of aircraft buffering devices.The bottom of the aircraft is provided with a landing mechanism, the landing mechanism comprises a fixing block fixedly installed on the inner wall of the aircraft, and a hollow cylinder is fixedly installed on the outer wall of one side of the fixing block; tooth columns are slidably mounted in the hollow cylinders, adjusting blocks are fixedly mounted on the sides, away from the fixing blocks, of the tooth columns, supporting rods are hinged to the bottoms of the fixing blocks and the bottoms of the adjusting blocks correspondingly, the bottoms of the two supporting rods are hinged to the same connecting block, and the connecting blocks are connected with moving wheels. An anti-collision bottom plate is installed on the lower surface of the aircraft, and when the driving structure moves the moving wheels upwards, the lower surface of the anti-collision bottom plate is lower than the lower ends of the moving wheels. Compared with a traditional vtol aircraft, spring damping and sliding rail damping are combined, the anti-collision enclosure is designed, multiple damping of the structure is achieved, and the problems that the unstable phenomenon that a large-weight aircraft jumps up and down during hard landing and the damping effect is poor are reduced to the maximum extent.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft buffer devices, and in particular relates to a landing device for a long-range manned vertical take-off and landing aircraft. Background Art

[0002] The innovation of vertical take-off and landing (VTOL) technology has fundamentally broken the traditional aircraft's dependence on runways, allowing aircraft to take off and land freely in a small space or complex terrain, greatly broadening the application scenarios of aircraft. Long-range manned vertical take-off and landing aircraft is a type of VTOL aircraft, which has the characteristics of large take-off and landing weight and large landing impact force.

[0003] Although VTOL aircraft have made remarkable achievements in takeoff and hovering, they still face a series of technical difficulties during landing. Among them, the heavy landing weight, airflow changes and uncertainty of ground conditions are the most challenging factors. These unstable factors may cause the aircraft to land hard, bounce or shake during landing, thereby generating huge impact energy, damaging the aircraft's main structure and affecting its safety. It is precisely because of the influence of these factors that the shock absorption performance of the landing device of heavy-weight aircraft is required to be higher when landing.

[0004] Existing landing devices mainly adopt leg-type landing devices, tube spring skid landing devices, etc., and their shock absorption design is generally achieved through dampers. However, using spring dampers for shock absorption may produce rebound during hard landing, causing the aircraft to jump up and down. When using damping slide rails or hydraulic damping for shock absorption, the damping is too large under the large impact force of hard landing, the shock absorption stroke is short in a short time, and the shock absorption effect is poor, which affects the stability of the aircraft and the comfort of the passengers. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a landing device for a long-range manned vertical take-off and landing aircraft in view of the above-mentioned existing deficiencies. The device adopts a multi-stage shock-absorbing landing frame with slide rail damping and spring damping plus an anti-collision enclosure for shock absorption, which minimizes the instability phenomenon of up and down bouncing and the poor shock absorption effect when a heavy aircraft makes a hard landing or faces an uneven road surface, reduces the landing risk and the possibility of damage to the aircraft body structure, and provides a more solid technical guarantee for the widespread application of VTOL aircraft.

[0006] In order to achieve the above technical objectives, the technical solution adopted by the present invention is:

[0007] A landing device for a long-range manned vertical take-off and landing aircraft comprises an aircraft, at least two moving wheels are arranged at the bottom of the aircraft, and a landing mechanism is arranged at the bottom of the aircraft, the number of the landing mechanisms is the same as the number of the moving wheels, each group of landing mechanisms comprises a fixed block fixedly mounted on the inner wall of the aircraft, a hollow cylinder is fixedly mounted on the outer wall of one side of the fixed block, a gear column is slidably mounted inside the hollow cylinder, an adjusting block is fixedly mounted on the side of the gear column away from the fixed block, the bottom of the fixed block and the adjusting block are respectively hingedly mounted with support rods, the bottoms of the two support rods are hinged to the same connecting block, and the connecting block is connected to the moving wheel, the landing mechanism also comprises a driving structure, the driving structure is connected to the gear column, the driving structure can drive the gear column to slide relative to the hollow cylinder, thereby changing the angle of the support rod, and changing the distance that the moving wheel extends out of the aircraft, an anti-collision base plate is installed on the lower surface of the aircraft, and when the driving structure moves the moving wheel upward, the lower surface of the anti-collision base plate is lower than the lower end of the moving wheel.

[0008] To optimize the above technical solutions, the specific measures taken also include:

[0009] The number of the above-mentioned movable wheels is two, and correspondingly, the number of the landing mechanisms is two. Four movable grooves and one installation groove are opened at the bottom of the aircraft. The installation groove is located in the middle, and the four movable grooves are arranged in pairs at the four corners of the bottom of the aircraft. The movable groove is for four support rods to pass through, and the installation groove is used to install the drive structure.

[0010] The above-mentioned aircraft is also provided with a plurality of shock absorbing mechanisms, each of the shock absorbing components includes a damping rod fixedly installed in the aircraft, two moving blocks are slidably sleeved on the outer wall of the damping rod, and connecting rods are hingedly installed at the bottom of the two moving blocks, and the bottoms of all connecting rods are hingedly connected to the same anti-collision base plate, and a spring is connected between the moving block and the inner wall of the aircraft.

[0011] The bottom of the above-mentioned aircraft is provided with two large grooves and one small groove, and a shock absorbing mechanism is respectively arranged inside the two large grooves and the small groove; the shock absorbing mechanism in the large groove is larger than the shock absorbing mechanism in the small groove.

[0012] The above-mentioned driving structure includes a motor, gear one, a rotating rod, gear two and gear three. The motor is fixed on the inner wall of the mounting groove, gear one is fixedly mounted on the output of the motor, a rotating rod is rotatably mounted on the inner wall of the movable groove, two gear twos and one gear three are fixedly sleeved on the outer wall of the rotating rod, gear three is located in the middle of the rotating rod, two gear twos are located at both ends of the rotating rod, gear one is meshed with gear three, a rectangular opening groove is provided on the top of the hollow cylinder, the tooth column is meshed with gear two through the rectangular opening groove, and when the motor rotates, the tooth column can be controlled to slide in the hollow cylinder through the transmission structure composed of gear one, the rotating rod, gear two and gear three.

[0013] The front and back sides of the hollow cylinder are respectively provided with sliding grooves, and the front and back sides of the tooth column are respectively fixedly installed with limit strips, and the two limit strips are slidably connected with the adjacent sliding grooves.

[0014] The connection block and the moving wheel are provided with circular groove 1 and circular groove 2 on the side close to each other, and the circular groove 1 and circular groove 2 are elastically connected on the side close to each other through a spring damping rod assembly.

[0015] An anti-collision enclosure is fixedly sleeved on the outer wall of the bottom of the above-mentioned aircraft, and the anti-collision enclosure is slidably connected to the anti-collision bottom plate.

[0016] The top and one side of each moving block are respectively fixedly mounted with protrusions, and both protrusions are adapted to the inner wall of the aircraft and are slidably connected with the inner wall of the aircraft.

[0017] A rectangular protective block is fixedly installed on the bottom of the aircraft. The rectangular protective block is located above the anti-collision bottom plate and is used to shield the installation groove. The rectangular protective block is slidingly connected to the connecting block and the moving wheel respectively.

[0018] The beneficial effects of the present invention are:

[0019] The present invention forms a stable and flexible support structure through four movable grooves at the bottom of the aircraft and the installation groove in the center, which not only ensures the overall balance of the landing device, but also provides sufficient space for fine-tuning during the landing process. The two sets of landing mechanisms realize accurate control of the landing posture of the aircraft through a precise mechanical linkage mechanism. The fixed block serves as the basis of the landing mechanism and is firmly installed on the inner wall of the movable groove, while the sliding combination of the hollow cylinder and the gear column constitutes the core of the adjustment mechanism. By fine-tuning the position of the gear column in the hollow cylinder, the movement of the adjustment block can be accurately controlled, thereby driving the support rod to be adjusted. The movement of the block tooth column drives the change of the angle of the support rod, and the connecting block and the internal moving wheels gradually contact and fit the ground, converting the huge impact energy that may be generated during landing into a relatively small rolling resistance. The rolling of the moving wheels not only reduces the direct collision with the ground, but also further reduces the risk of damage to the aircraft body by dispersing the points of action of the impact force, which not only protects the structural integrity of the aircraft, but also improves the comfort and safety of the passengers. By setting up the above-mentioned innovative landing mechanism, the long-range manned vertical take-off and landing aircraft has achieved significant improvements in landing performance, stability, safety and passenger experience.

[0020] The present invention cleverly slides two moving blocks on the outer wall of the damping rod, and the moving blocks can slide freely on the damping rod, but are limited by the damping force, thereby slowing down the moving speed and achieving the shock absorption effect. The bottom of the moving block is hingedly installed with connecting rods, and the connecting rods further connect the moving block with the anti-collision bottom plate at the bottom. When the aircraft lands, the impact force generated by the ground first acts on the anti-collision bottom plate, and then is transmitted to the moving block through the connecting rod. The moving block slides on the damping rod and is simultaneously acted upon by the damping force, thereby slowing down the transmission speed of the impact force and converting part of the energy into heat energy or other forms of energy dissipation. When the impact force is finally transmitted to the aircraft body, its strength and speed have been greatly reduced, thereby effectively protecting the structure and internal equipment of the aircraft. Compared with the traditional device, through the design of two groups of shock absorbing components, the entire shock absorbing mechanism is more flexible and effective in dealing with impact forces of different directions and intensities. At the same time, the shock absorbing mechanism in the small groove also adopts a similar design principle, further enhancing the shock absorption performance of the bottom of the aircraft and ensuring the stability and safety of the aircraft during the landing process.

[0021] The present invention uses the anti-collision enclosure as the first protective barrier at the bottom of the aircraft, which can effectively absorb and disperse the impact energy during landing or accidental collision, reduce the direct impact on the main structure of the aircraft, improve the safety performance of the aircraft, and protect the safety of passengers and internal equipment of the aircraft. The sliding connection design between the anti-collision enclosure and the anti-collision base plate allows fine-tuning according to ground conditions during landing to adapt to uneven landing surfaces. This flexibility helps to maintain the stable posture of the aircraft and reduce the risk of rollover or tilting due to uneven ground. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the structure of the present invention;

[0023] Figure 2 It is a schematic diagram of the explosion structure of the present invention;

[0024] Figure 3 It is a schematic diagram of the structure of the movable slot and the installation slot of the present invention;

[0025] Figure 4 It is a schematic diagram of a partial front cross-sectional structure of the present invention;

[0026] Figure 5 For the present invention Figure 4 A is a schematic diagram of the enlarged structure of the middle part;

[0027] Figure 6 It is a schematic diagram of the structure of the bump of the present invention;

[0028] Figure 7 This is a schematic diagram of the landing mechanism structure of the present invention;

[0029] Figure 8 This is a schematic diagram of the landing assembly structure of the present invention;

[0030] Fig. 9 It is a schematic diagram of the structure of the limit strip of the present invention;

[0031] Fig.10 It is a front cross-sectional structural schematic diagram of the connecting block, circular groove one, moving wheel, circular groove two, and spring damping rod assembly of the present invention.

[0032] In the figure: 1, aircraft; 101, movable slot; 102, mounting slot; 2, motor; 3, gear one; 4, rotating rod; 5, gear two; 6, gear three; 7, fixed block; 701, hollow cylinder; 702, rectangular opening slot; 703, sliding slot; 8, adjusting block; 801, gear column; 802, limit strip; 9, support rod; 10, connecting block; 1001, circular slot one; 11, moving wheel; 1101, circular slot two; 12, spring damping rod assembly; 13, anti-collision enclosure; 14, anti-collision bottom plate; 15, large groove; 16, small groove; 17, damping rod; 18, moving block; 1801, bump; 19, connecting rod; 20, spring; 21, rectangular protective block. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. Based on the embodiments provided in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application.

[0034] Obviously, the drawings described below are only some examples or embodiments of the present application. For ordinary technicians in this field, the present application can also be applied to other similar scenarios based on these drawings without creative work. In addition, it can also be understood that although the efforts made in this development process may be complicated and lengthy, for ordinary technicians in this field related to the content disclosed in this application, some changes in design, manufacturing or production based on the technical content disclosed in this application are just conventional technical means, and should not be understood as insufficient content disclosed in this application.

[0035] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those of ordinary skill in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0036] Unless otherwise defined, the technical terms or scientific terms involved in this application should be understood by people with ordinary skills in the technical field to which this application belongs. The words "one", "a", "a", "the" and the like involved in this application do not indicate a quantitative limitation, and may represent the singular or plural. The terms "include", "comprise", "have" and any of their variations involved in this application are intended to cover non-exclusive inclusions; for example, a process, method, system, product or device that includes a series of steps or units (units) is not limited to the listed steps or units, but may also include steps or units that are not listed, or may also include other steps or units inherent to these processes, methods, products or devices. The words "connect", "connected", "coupled" and the like involved in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The "multiple" / "several" involved in this application refers to two or more. "And / or" describes the association relationship of associated objects, indicating that there can be three relationships, for example, "A and / or B" can mean: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the objects before and after are in an "or" relationship. The terms "first", "second", "third", etc. involved in this application are only used to distinguish similar objects and do not represent a specific ordering of the objects.

[0037] like Figures 1 to 10 As shown, the present invention provides a landing device for a long-range manned vertical take-off and landing aircraft, comprising an aircraft 1, wherein four movable grooves 101 and a mounting groove 102 are provided at the bottom of the aircraft 1, wherein the mounting groove 102 is located in the middle, and the four movable grooves 101 are respectively designed to form four corners of a rectangle corresponding to each other, wherein a landing mechanism is respectively provided in the middle of two corresponding movable grooves 101;

[0038] The landing mechanism has two groups, including a fixed block 7 fixedly mounted on the inner wall of the movable groove 101, a hollow cylinder 701 fixedly mounted on the outer wall of one side of the fixed block 7, a gear column 801 slidably mounted inside the hollow cylinder 701, an adjusting block 8 fixedly mounted on the side of the gear column 801 away from the fixed block 7, the top of the adjusting block 8 is slidably connected to the adjacent movable groove 101, the bottom of the fixed block 7 and the adjusting block 8 are respectively hingedly mounted with support rods 9, the bottoms of the two support rods 9 are both hingedly mounted with connecting blocks 10, and the inside of the connecting block 10 is slidably mounted with moving wheels 11.

[0039] The four movable grooves 101 at the bottom of the aircraft 1 and the installation groove 102 in the center form a stable and flexible support structure. This layout not only ensures the overall balance of the landing device, but also provides sufficient space for fine-tuning during the landing process. The two sets of landing mechanisms achieve precise control of the landing posture of the aircraft 1 through a precise mechanical linkage mechanism. The fixed block 7, as the basis of the landing mechanism, is firmly installed on the inner wall of the movable groove 101, and the sliding combination of the hollow cylinder 701 and the tooth column 801 constitutes the core of the adjustment mechanism. By fine-tuning the tooth column 801 in the hollow cylinder 70 1, the movement of the adjustment block 8 can be accurately controlled, thereby driving the support rod 9 to be adjusted. With the movement of the adjustment block tooth column 801, the angle of the support rod 9 is changed, and the connecting block 10 and the internal moving wheel 11 gradually contact and fit the ground, converting the huge impact energy that may be generated during landing into a relatively small rolling resistance. The rolling of the moving wheel 11 not only reduces the direct collision with the ground, but also further reduces the risk of damage to the aircraft body by dispersing the points of application of the impact force, which not only protects the structural integrity of the aircraft, but also improves the comfort and safety of the passengers.

[0040] like Figures 3 to 5 As shown, the bottom of the aircraft 1 is provided with two large grooves 15 and a small groove 16, and shock absorbing mechanisms are respectively arranged inside the two large grooves 15 and the small groove 16;

[0041] Taking the shock absorbing mechanism in the large groove 15 as an example, the shock absorbing mechanism includes two groups of shock absorbing components, and the shock absorbing components include a damping rod 17 fixedly installed in the large groove 15, and two moving blocks 18 are slidably sleeved on the outer wall of the damping rod 17. The bottoms of the two moving blocks 18 are respectively hingedly installed with connecting rods 19, and the bottoms of the two connecting rods 19 are both hingedly installed with anti-collision base plates 14. The inner wall of the large groove 15 and the side of the moving blocks 18 that are close to each other are elastically connected by springs 20.

[0042] When the aircraft 1 lands, the impact force generated by the ground first acts on the anti-collision base plate 14, and then is transmitted to the moving block 18 through the connecting rod 19. The moving block 18 slides on the damping rod 17 and is simultaneously acted upon by the damping force, thereby slowing down the transmission speed of the impact force and converting part of the energy into heat energy or other forms of energy dissipation. When the impact force is finally transmitted to the aircraft 1 body, its intensity and speed have been greatly reduced, thereby effectively protecting the structure and internal equipment of the aircraft 1. Compared with traditional devices, the design of two sets of shock-absorbing components makes the entire shock-absorbing mechanism more flexible and effective in dealing with impact forces of different directions and intensities. At the same time, the shock-absorbing mechanism in the small groove 16 also adopts a similar design principle, which further enhances the shock-absorbing performance of the bottom of the aircraft and ensures the stability and safety of the aircraft during landing.

[0043] like Figure 7 As shown, a rotating rod 4 is rotatably mounted on the inner wall of the movable groove 101, and two gears 2 5 and a gear 3 6 are fixedly sleeved on the outer wall of the rotating rod 4. The gear 3 6 is located in the middle of the rotating rod 4, and the two gears 2 5 are located at both ends of the rotating rod 4. The gear 1 3 is meshed with the gear 3 6.

[0044] Through the meshing of gear one 3 and gear three 6, effective power transmission is achieved. Multiple gears are integrated on the rotating rod 4 and installed through the movable groove 101, so that the entire transmission mechanism has a compact structure and occupies a small space. This is particularly important for aircraft because it can save valuable space for other key components or passenger cabins. The two gears two 5 are respectively located at the two ends of the rotating rod 4. This layout helps to maintain the balance and stability of the rotating rod during rotation. At the same time, gear three 6 is located in the middle position, which can evenly transmit the power from gear one 3 and reduce the vibration and noise caused by eccentricity.

[0045] like Figure 7 As shown, a rectangular opening slot 702 is provided on the top of the hollow cylinder 701 , and the tooth column 801 meshes with the gear 2 5 through the rectangular opening slot 702 .

[0046] The design of the rectangular opening groove 702 allows the gear column 801 to directly and unimpededly engage with the gear 2 5, thereby ensuring high efficiency and accuracy in the transmission process. By setting the engagement point between the gear column 801 and the gear 2 5 at the top rectangular opening groove 702 of the hollow cylinder 701, a compact layout of the internal structure of the landing device is achieved, which not only saves space but also helps to reduce the overall weight of the aircraft and improve flight efficiency.

[0047] like Figures 7 to 9 As shown, the front and back sides of the hollow cylinder 701 are respectively provided with sliding grooves 703 , and the front and back sides of the tooth column 801 are respectively fixedly installed with limit bars 802 , and the two limit bars 802 are slidably connected with the adjacent sliding grooves 703 .

[0048] The sliding connection between the limit strip 802 and the sliding groove 703 provides stable guidance and constraint for the movement of the tooth column 801 in the hollow tube 701, effectively preventing the tooth column 801 from deflecting or shaking during the movement, thereby ensuring the stability and reliability of the overall structure of the landing device. Due to the close fit between the limit strip 802 and the sliding groove 703, the tooth column 801 can maintain high accuracy and consistency during the movement, which helps to achieve a smoother and more accurate landing operation.

[0049] like Fig.10 As shown, a circular groove 1001 and a circular groove 2 1101 are respectively provided on the side where the connecting block 10 and the moving wheel 11 are close to each other, and the side where the circular groove 1001 and the circular groove 2 1101 are close to each other is elastically connected through a spring damping rod assembly 12.

[0050] The introduction of the spring-damper rod assembly 12 provides the landing device with excellent shock-absorbing performance. During the landing or driving of the aircraft 1, the uneven ground or impact force will be effectively absorbed by the spring and converted into elastic potential energy, which will then be gradually released through the damping rod, thereby greatly reducing the vibration and impact transmitted to the aircraft and protecting the stability of the structure and internal equipment of the aircraft 1. The elastic connection of the spring-damper rod assembly 12 allows the moving wheel 11 to have a certain degree of freedom when contacting the ground, and can automatically adjust the angle and position according to the ground conditions, thereby improving the adaptability of the landing device to different terrains and landing surfaces. The flexibility ensures that the aircraft can achieve a smooth landing in various complex environments.

[0051] like Figure 5 As shown, an anti-collision enclosure 13 is fixedly sleeved on the outer wall of the bottom of the aircraft 1 , and the anti-collision enclosure 13 is slidably connected to the anti-collision bottom plate 14 .

[0052] The anti-collision enclosure 13 serves as the first protective barrier at the bottom of the aircraft, which can effectively absorb and disperse impact energy during landing or accidental collision, reduce direct impact on the main structure of the aircraft, improve the safety performance of the aircraft, and protect the safety of passengers and internal equipment of the aircraft. The sliding connection design between the anti-collision enclosure 13 and the anti-collision base plate 14 allows fine-tuning according to ground conditions during landing to adapt to uneven landing surfaces. This flexibility helps to maintain the stable posture of the aircraft 1 and reduce the risk of rollover or tilting due to uneven ground.

[0053] like Figure 6 As shown, protrusions 1801 are fixedly installed on the top and one side of the two moving blocks 18 , respectively. The four protrusions 1801 are all adapted to the inner wall of the large groove 15 and are slidably connected to the inner wall of the large groove 15 .

[0054] Through the sliding connection between the protrusion 1801 and the inner wall of the large groove 15, stable guidance and support are provided for the moving block 18, effectively preventing the moving block 18 from shaking or shifting during the movement process, thereby ensuring the overall stability of the landing device during the landing of the aircraft, ensuring the safety of the passengers, and helping to achieve a smoother and more accurate landing.

[0055] like Figure 2 As shown, a rectangular protection block 21 is fixedly installed on the bottom of the aircraft 1, and the rectangular protection block 21 is slidably connected to the two connection blocks 10 and the moving wheel 11 respectively.

[0056] The rectangular protective block 21 is used as an important structural component of the bottom of the aircraft to protect the device components inside the movable groove 101 and the installation groove 102, provide a physical buffer layer for the landing process, reduce the risk of direct damage to the bottom structure of the aircraft, thereby ensuring the safety of the occupants and the integrity of the overall structure of the aircraft.

[0057] Working principle of the present invention:

[0058] The aircraft 1 approaches the landing point and prepares to perform the landing operation. The motor 2 is started to provide power for the landing device. The output shaft of the motor 2 drives the gear 1 3 to rotate. The gear 1 3 meshes with the gear 3 6 to transmit the power to the rotating rod 4. The two gears 2 5 on the rotating rod 4 rotate accordingly to provide power for the adjustment of the landing mechanism. The gear 2 5 meshes with the tooth column 801 in the rectangular opening groove 702 at the top of the hollow cylinder 701. The tooth column 801 slides in the hollow cylinder 701 under the drive of the gear 2 5. The movement of the tooth column 801 drives the adjustment block 8 to move horizontally, thereby adjusting the angle of the support rod 9. The change in the angle of the support rod 9 This causes the connecting block 10 and the moving wheel 11 to retract upward. When the aircraft 1 lands, the impact force generated by the ground first acts on the anti-collision base plate 14. The anti-collision base plate 14 transmits the impact force to the moving block 18 through the connecting rod 19. The moving block 18 slides on the damping rod 17 and is limited by the damping force, which slows down the moving speed and achieves a shock-absorbing effect. Then, the moving wheel 11 contacts the ground and rolls, effectively absorbing the impact energy during landing and converting it into rolling friction. The spring damping rod assembly 12 between the connecting block 10 and the moving wheel 11 further provides a shock-absorbing effect, reducing the vibration and impact transmitted to the aircraft. After the aircraft 1 stops, the motor 2 is started again, the moving wheel 11 extends downward, and the aircraft 1 can move on the ground through the moving wheel 11.

[0059] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0060] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles of the present invention, and the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A landing device for a long-range manned vertical take-off and landing aircraft, comprising an aircraft (1), wherein the bottom of the aircraft (1) is provided with at least two moving wheels (11), characterized in that: The aircraft (1) is provided with a landing mechanism at the bottom, the number of the landing mechanisms being the same as the number of the moving wheels (11), each set of the landing mechanisms comprising a fixed block (7) fixedly mounted on the inner wall of the aircraft (1), a hollow cylinder (701) fixedly mounted on one side of the outer wall of the fixed block (7), a tooth column (801) slidably mounted inside the hollow cylinder (701), an adjusting block (8) fixedly mounted on the side of the tooth column (801) away from the fixed block (7), support rods (9) respectively hingedly mounted at the bottom of the fixed block (7) and the adjusting block (8), and the two support rods (9) are respectively hingedly mounted on the bottom of the fixed block (7) and the adjusting block (8). The bottoms of the rods (9) are hinged to the same connecting block (10), and the connecting block (10) is connected to the moving wheel (11). The landing mechanism also includes a driving structure, and the driving structure is connected to the tooth column (801). The driving structure can drive the tooth column (801) to slide relative to the hollow cylinder (701), thereby changing the angle of the support rod (9) and changing the distance that the moving wheel (11) extends out of the aircraft (1). An anti-collision bottom plate (14) is installed on the lower surface of the aircraft (1). When the driving structure moves the moving wheel (11) upward, the lower surface of the anti-collision bottom plate (14) is lower than the lower end of the moving wheel (11).

2. The landing device for a long-range manned vertical take-off and landing aircraft according to claim 1, characterized in that: The number of the movable wheels (11) is two, and correspondingly, the number of the landing mechanisms is two. Four movable grooves (101) and one installation groove (102) are provided at the bottom of the aircraft (1), and the installation groove (102) is located in the middle. The four movable grooves (101) are arranged in pairs at the four corners of the bottom of the aircraft (1). The movable grooves (101) are for four support rods (9) to pass through, and the installation groove (102) is used to install the driving structure.

3. The landing device for a long-range manned vertical take-off and landing aircraft according to claim 2, characterized in that: The aircraft (1) is also provided with a plurality of shock absorbing mechanisms, each of the shock absorbing components comprises a damping rod (17) fixedly mounted in the aircraft (1), two moving blocks (18) are slidably sleeved on the outer wall of the damping rod (17), the bottoms of the two moving blocks (18) are respectively hingedly mounted with connecting rods (19), the bottoms of all the connecting rods (19) are hingedly connected to the same anti-collision bottom plate (14), and a spring (20) is connected between the moving block (18) and the inner wall of the aircraft (1).

4. The landing device for a long-range manned vertical take-off and landing aircraft according to claim 3, characterized in that: The bottom of the aircraft (1) is provided with two large grooves (15) and one small groove (16), and a shock absorbing mechanism is respectively arranged inside the two large grooves (15) and the small groove (16); the size of the shock absorbing mechanism in the large groove (15) is larger than that in the small groove (16).

5. The landing device for a long-range manned vertical take-off and landing aircraft according to claim 3, characterized in that: The driving structure comprises a motor (2), a gear 1 (3), a rotating rod (4), a gear 2 (5) and a gear 3 (6); the motor (2) is fixed on the inner wall of the mounting groove (102); the gear 1 (3) is fixedly mounted on the output of the motor (2); the rotating rod (4) is rotatably mounted on the inner wall of the movable groove (101); two gear 2 (5) and one gear 3 (6) are fixedly sleeved on the outer wall of the rotating rod (4); the gear 3 (6) is located in the middle of the rotating rod (4); the two gears 2 (5) and one gear 3 (6) are fixedly sleeved on the outer wall of the rotating rod (4); The gear 2 (5) is located at both ends of the rotating rod (4), the gear 1 (3) is meshed with the gear 3 (6), a rectangular opening groove (702) is provided on the top of the hollow cylinder (701), the tooth column (801) is meshed with the gear 2 (5) through the rectangular opening groove (702), and when the motor (2) rotates, the gear column (801) can be controlled to slide in the hollow cylinder (701) through the transmission structure composed of the gear 1 (3), the rotating rod (4), the gear 2 (5) and the gear 3 (6).

6. The landing device for a long-range manned vertical take-off and landing aircraft according to claim 5, characterized in that: The front and back sides of the hollow cylinder (701) are respectively provided with sliding grooves (703), and the front and back sides of the tooth column (801) are respectively fixedly installed with limit strips (802), and the two limit strips (802) are slidably connected to the adjacent sliding grooves (703).

7. The landing device for a long-range manned vertical take-off and landing aircraft according to claim 5, characterized in that: The connecting block (10) and the moving wheel (11) are provided with a circular groove 1 (1001) and a circular groove 2 (1101) on the side close to each other, and the circular groove 1 (1001) and the circular groove 2 (1101) are elastically connected on the side close to each other via a spring damping rod assembly (12).

8. The landing device for a long-range manned vertical take-off and landing aircraft according to claim 5, characterized in that: An anti-collision enclosure (13) is fixedly sleeved on the outer wall of the bottom of the aircraft (1), and the anti-collision enclosure (13) is slidably connected to the anti-collision bottom plate (14).

9. The landing device for a long-range manned vertical take-off and landing aircraft according to claim 5, characterized in that: A protrusion (1801) is fixedly mounted on the top and one side of each moving block (18), and both of the protrusions (1801) are adapted to the inner wall of the aircraft (1) and are slidably connected to the inner wall of the aircraft (1).

10. The landing device for a long-range manned vertical take-off and landing aircraft according to claim 5, characterized in that: A rectangular protective block (21) is fixedly installed at the bottom of the aircraft (1). The rectangular protective block (21) is located above the anti-collision bottom plate (14) and is used to cover the installation groove (102). The rectangular protective block (21) is slidably connected to the connecting block (10) and the moving wheel (11) respectively.

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