Electric aircraft landing device

Abstract

The invention discloses an electric aircraft landing device, and relates to the technical field of aircrafts, the electric aircraft landing device comprises two first landing frames and two second landing frames which are symmetrically distributed from front to back, the opposite sides of the first landing frames and the second landing frames which are located in the same column are provided with positioning beams, and the positioning beams are provided with supporting columns connected with an aircraft rack; the positioning beam is provided with a first linear air cylinder and a second linear air cylinder which can control the first landing frame and the second landing frame to adjust the distance. The aircraft landing device is provided with the first landing frame and the second landing frame which are adjustable in distance, in the emergency landing process of the aircraft, a large-range supporting force can be provided for the aircraft, so that the aircraft can stably land on the bumpy ground, and the shaking phenomenon caused when the aircraft lands on the ground and a pilot leaves the aircraft is effectively avoided. After the aircraft lands on the ground, the aircraft can be in a stable state, and the influence of the ground environment on the aircraft is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and particularly to a landing device for an electric aircraft. Background Art

[0002] An electric aircraft is an aircraft that uses electric energy as a power source. It has various types, including electric vertical takeoff and landing aircraft, electric fixed-wing aircraft, electric helicopters, etc. Electric aircraft do not produce tail gas emissions, are environmentally friendly, and help reduce air pollution and greenhouse gas emissions. Compared with traditional fuel aircraft, electric aircraft produce less noise during operation, which can reduce noise pollution. The energy conversion efficiency of the electric propulsion system of electric aircraft is relatively high, which can utilize energy more effectively, and the maintenance cost is relatively low. Electric vertical takeoff and landing aircraft are a relatively popular type among current electric aircraft. They combine the characteristics of helicopters and fixed-wing aircraft, can achieve vertical takeoff and landing without a runway, and can operate in environments with limited space such as cities, and are used in fields such as air taxis, tourism sightseeing, and logistics transportation.

[0003] During the landing process of existing small electric aircraft, most rely on two landing gears under the fuselage to contact the ground to maintain the stability of the entire electric aircraft. The landing gear has a simple structure and mostly consists of one or more skid plates. The skid-type landing gear has relatively poor maneuverability on the ground. During the flight of the aircraft, if an emergency landing is required, the complexity of the outdoor landing environment is high, and the landing ground structure is mostly uneven. After the landing gear touches the ground with the aircraft landing, its stability cannot be guaranteed, which easily causes the aircraft to shake and affects the safety of the aircraft. Therefore, the present application provides a landing device for an electric aircraft to meet the requirements. Summary of the Invention

[0004] In view of the above problems, the present application provides a landing device for an electric aircraft.

[0005] To achieve the above object, the present application provides the following technical solution: A landing device for an electric aircraft includes two first landing gears and two second landing gears that are symmetrically distributed from front to back. On the opposite sides of the first landing gear and the second landing gear in the same column, there is a positioning beam. On the positioning beam, there are columns connected to the aircraft frame, and on the positioning beam, there are a first linear cylinder and a second linear cylinder that can respectively control the first landing gear and the second landing gear to adjust the distance.

[0006] It also includes a support bar provided at the bottom end of the positioning beam and an adapter provided at the bottom end of the support bar. At the bottom ends of the first landing gear and the second landing gear, there are accommodation cavities for accommodating both ends of the adapter.

[0007] Two ground contact pressure blocks are arranged in the relative space between the first floor frame and the second floor frame, which can rise and fall with the movement of the first floor frame and the second floor frame, and an anti-sliding block is arranged at the bottom end of the ground contact pressure block. When the first floor frame and the second floor frame move away from the ground contact pressure blocks, the two ground contact pressure blocks originally located above the connecting frame drop to below it until the anti-sliding block contacts the ground.

[0008] Furthermore, a positioning column is installed at the bottom end of the positioning beam, and a rotatable guide screw is provided at the bottom end of the positioning column. The bottom end of the guide screw is arranged on the connecting frame and exposed to the bottom of the connecting frame, and a connecting sleeve that can be raised and lowered is provided on the guide screw. The connecting sleeve is provided with two driving arms that move synchronously with the ground contact pressure block. As the connecting sleeve descends, the driving arm and the ground contact pressure block descend synchronously.

[0009] Furthermore, a driving gear connected to the bottom end of the guide screw is provided below the connecting frame, and the inner sides of the accommodating cavities opened by the first landing frame and the second landing frame are respectively provided with a first rack frame and a second rack frame located on both sides of the driving gear and meshing with the driving gear. When the first landing frame and the second landing frame move, the first rack frame and the second rack frame can mesh with the driving gear and the guide screw located above them and rotate synchronously.

[0010] Furthermore, the positioning column is provided with limit rods distributed on both sides thereof, and the driving arm is provided with a guide frame which can rise and fall synchronously therewith, and the guide frame is sleeved on the limit rods, and as the connecting sleeve and the driving arm rise and fall, the guide frame moves synchronously along the distribution direction of the limit rods.

[0011] Furthermore, both ends of the ground contact pressure block are in the form of an upwardly contracted inclined surface structure, and a limit block perpendicular thereto is provided on the inclined surface. The limit block is in the form of a truncated cone structure, with the end with a smaller diameter facing the ground.

[0012] Furthermore, the top of the ground contact pressure block is provided with an alignment sleeve, the bottom end of the driving arm is provided with a positioning rod extending to the inner side of the alignment sleeve and coaxially distributed therewith, the positioning rod is provided with a pressure spring coaxially distributed therewith, the two ends of the pressure spring are respectively provided with mounting rings, and the two mounting rings distributed upper and lower are respectively connected to the driving arm and the alignment sleeve.

[0013] Furthermore, the top of the first landing frame and the second landing frame are respectively provided with a first follower rod and a second follower rod, and both ends of the positioning beam are provided with storage cavities for accommodating the first follower rod and the second follower rod. When the linear cylinder one and the linear cylinder two control the movement of the first landing frame and the second landing frame, the first follower rod and the second follower rod are both located in the storage cavity and slide.

[0014] Further, avoidance grooves communicating with the accommodation cavity are formed in both the first landing frame and the second landing frame, and a receiving channel is provided on the connection frame at a position opposite to the avoidance grooves. When the first landing frame and the second landing frame move away from the ground contact pressing block, the avoidance grooves move away from the receiving channel, leaving a space for the ground contact pressing block to pass through the receiving channel.

[0015] Further, two sets of guiding roller groups are provided on the connection frame, and linear channels for accommodating the guiding roller groups to pass through are provided on both the first rack frame and the second rack frame. When the first rack frame and the second rack frame move synchronously, the relative positions of the two linear channels and the guiding roller groups can be adjusted.

[0016] In summary, the technical effects and advantages of the present invention are as follows:

[0017] 1. The present invention is provided with a first landing frame and a second landing frame with adjustable spacing. During the emergency landing of the aircraft, a large range of supporting forces can be provided to the aircraft, enabling the aircraft to land smoothly on the uneven ground, effectively avoiding the shaking phenomenon caused when the aircraft lands on the ground and the pilot leaves the aircraft. After the aircraft lands on the ground, the aircraft can be in a stable state, reducing the impact of the ground environment on the aircraft, and enabling the aircraft to wait for maintenance and rescue work stably and safely.

[0018] 2. The present invention is provided with two ground contact pressing blocks and two sets of anti-sliding blocks that can move up and down with the movement of the first landing frame and the second landing frame. When the first landing frame and the second landing frame provide a large range of supporting forces to the aircraft, the two ground contact pressing blocks originally located above the connection frame descend below it, and the anti-sliding blocks abut against the ground. The anti-sliding ability and grip can be enhanced on both sides below the aircraft, effectively avoiding the slipping and offset phenomena of the first landing frame, the second landing frame and the entire aircraft body under extreme weather conditions, and maintaining the stable state of the aircraft in the external environment. Description of the Drawings

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative efforts.

[0020] Figure 1 It is a three-dimensional structural schematic diagram of the present invention.

[0021] Figure 2 It is a structural schematic diagram of the second perspective of the present invention.

[0022] Figure 3Schematic diagram of the unilateral structure of the landing device of the present invention.

[0023] Figure 4 For the present invention Figure 3 Schematic diagram of the enlarged structure at position A in the present invention.

[0024] Figure 5 Schematic diagram of the position of the ground contact pressure block and the connection frame of the present invention.

[0025] Figure 6 Schematic diagram of the position of the ground contact pressure block and the connection frame from the second perspective of the present invention.

[0026] Figure 7 Schematic diagram of the extended states of the first landing frame and the second landing frame of the present invention.

[0027] Figure 8 Schematic diagram of the extended states of the first landing frame and the second landing frame from the second perspective of the present invention.

[0028] Figure 9 Schematic diagram of the unilateral landing device in the extended states of the first landing frame and the second landing frame of the present invention.

[0029] Figure 10 For the present invention Figure 9 Schematic diagram of the enlarged structure at position A in the present invention.

[0030] In the figure: 1. First landing frame; 2. Second landing frame; 3. Positioning beam; 31. Support bar; 32. Connection frame; 321. Accommodation channel; 322. Guide roller group; 4. Pillar; 5. Linear cylinder one; 6. Linear cylinder two; 7. Ground contact pressure block; 71. Alignment sleeve; 8. Anti-slip block; 9. Limit block; 10. Positioning column; 11. Guide screw; 12. Driving gear; 13. First rack frame; 14. Second rack frame; 15. Driving arm; 151. Positioning rod; 16. Connection sleeve; 17. Guide frame; 18. Limit rod; 19. First follower rod; 20. Second follower rod; 21. Pressure spring; 22. Installation ring. Detailed implementation manners

[0031] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0032] Embodiment 1: Refer to Figures 1-4An electric aircraft landing device as shown includes two first landing frames 1 and two second landing frames 2 that are symmetrically distributed from front to back. A positioning beam 3 is provided on the relative sides of the first landing frame 1 and the second landing frame 2 in the same column. To maintain the stability of the entire landing device, a support column 4 connected to the aircraft frame is provided on the positioning beam 3, so as to stably install the landing device on the aircraft frame.

[0033] During the flight of the aircraft, before implementing an emergency landing operation, it is necessary to pre-implement landing preparations, observe the landing environment, confirm whether the terrain features of the landing environment meet the landing safety requirements, and ensure that the aircraft can land safely before the pilot implements the landing operation. In this application document, a first linear cylinder 5 and a second linear cylinder 6 that can respectively control the adjustment of the distance between the first landing frame 1 and the second landing frame 2 are provided on the positioning beam 3. If the ground in the landing environment is uneven, to improve the stability during the landing process, the first linear cylinder 5 and the second linear cylinder 6 can respectively control the first landing frame 1 and the second landing frame 2 to extend, expanding the support surface until the aircraft lands smoothly.

[0034] During the landing process, the first landing frame 1 and the second landing frame 2 after adjusting the distance can provide a large range of supporting forces to the aircraft, effectively avoiding the shaking phenomenon caused when the aircraft lands on the ground and the pilot leaves the aircraft. When the aircraft lands on the ground, it can make the aircraft in a stable state, reduce the impact of the ground environment on the aircraft, and enable the aircraft to wait for maintenance and rescue work safely. Therefore, according to different landing environments, the first landing frame 1 and the second landing frame 2 can be adjusted to ensure the stability of the aircraft.

[0035] At the same time, this application document also includes a support bar 31 provided at the bottom end of the positioning beam 3 and an adapter frame 32 provided at the bottom end of the support bar 31. Accommodation cavities for placing both ends of the adapter frame 32 are opened at the bottom ends of the first landing frame 1 and the second landing frame 2. During the flight of the aircraft, the adapter frame 32 is located inside the accommodation cavity.

[0036] Two ground-touching pressure blocks 7 that can move up and down as the first landing frame 1 and the second landing frame 2 move are provided in the relative space between the first landing frame 1 and the second landing frame 2. Anti-slip blocks 8 are provided at the bottom ends of the ground-touching pressure blocks 7. When the aircraft implements landing preparations, the first landing frame 1 and the second landing frame 2 adjust the distance and move away from the ground-touching pressure blocks 7. During this process, the two ground-touching pressure blocks 7 originally located above the adapter frame 32 drop below it, and after the aircraft lands on the ground, the anti-slip blocks 8 abut against the ground.

[0037] The movement of the ground contact block 7 and the anti-slip block 8 can provide a supporting force between the first landing frame 1 and the second landing frame 2. After the aircraft lands on the ground, it is located on both sides below the aircraft to improve its anti-slip ability, effectively avoiding the phenomena of slipping and deviation of the first landing frame 1, the second landing frame 2 and the entire body of the aircraft in extreme weather, maintaining the stable state of the aircraft, and further improving the stability of the aircraft and its safety in the landing environment.

[0038] Specifically, as Figures 5-7 shown, a positioning column 10 is installed at the bottom end of the positioning beam 3. A rotatable guiding screw 11 is provided at the bottom end of the positioning column 10. The bottom end of the guiding screw 11 is arranged on the connecting frame 32 and exposed below the connecting frame 32. And a connecting sleeve 16 capable of ascending and descending movements is provided on the guiding screw 11. Two driving arms 15 that move synchronously with the ground contact block 7 are provided on the connecting sleeve 16. When the guiding screw 11 rotates, as the connecting sleeve 16 descends, the driving arms 15 and the ground contact block 7 descend synchronously.

[0039] Furthermore, as Figures 5-7 shown, a driving gear 12 connected to the bottom end of the guiding screw 11 is provided below the connecting frame 32. A first rack 13 and a second rack 14 that are located on both sides of the driving gear 12 and mesh with it are respectively provided on the inner sides of the accommodating cavities opened in the first landing frame 1 and the second landing frame 2. Therefore, when the linear cylinder one 5 and the linear cylinder two 6 drive the first landing frame 1 and the second landing frame 2 to move away from the ground contact block 7, the first rack 13 and the second rack 14 can mesh with the driving gear 12 and the guiding screw 11 located above it to rotate synchronously, so as to achieve the purpose of driving the connecting sleeve 16 to descend.

[0040] During the landing process of the aircraft, in order to maintain the stability of the connecting sleeve 16 during the descending process, limiting rods 18 distributed on both sides of the positioning column 10 are provided on the positioning column 10. A guiding frame 17 capable of ascending and descending synchronously with it is provided on the driving arm 15. The guiding frame 17 is sleeved on the limiting rods 18. As the connecting sleeve 16 and the driving arm 15 ascend and descend, the guiding frame 17 moves synchronously along the distribution direction of the limiting rods 18. Furthermore, the stability and accuracy of the driving arm 15 during the descending process along a straight path are improved, ensuring the stability of the ground contact block 7 and the anti-slip block 8.

[0041] Embodiment 2: As Figures 3-6As shown in the figure, on the basis of Embodiment 1, both ends of the ground contact block 7 are in an inclined surface structure that shrinks upward, and limiting blocks 9 perpendicular to the inclined surfaces are provided on the inclined surfaces. The limiting blocks 9 are in a frustum structure, and the end with a smaller diameter faces the ground. When the aircraft lands, based on the land conditions, if the anti-sliding block 8 and the limiting block 9 are embedded in the muddy ground, since the two limiting blocks 9 are inclined and distributed on both sides of the anti-sliding block 8, the limiting blocks 9 and the anti-sliding block 8 embedded in the muddy ground can improve the tightness of the connection between the ground contact block 7 and the ground. When the aircraft is impacted by wind, the limiting block 9 and the anti-sliding block 8 are not prone to offset, improving the ground gripping ability of the ground contact block 7 and further improving the anti-slip performance of the ground contact block 7, the connecting frame 32, the first landing frame 1 and the second landing frame 2.

[0042] Embodiment 3: As Figures 3-6 shown in the figure, on the basis of Embodiment 1 and Embodiment 2, alignment sleeves 71 are provided on the tops of the ground contact blocks 7, positioning rods 151 extending to the inner sides of the alignment sleeves 71 and coaxially distributed with them are provided at the bottom ends of the driving arms 15, a compression spring 21 coaxially distributed with the positioning rod 151 is provided outside the positioning rod 151, mounting rings 22 are provided at both ends of the compression spring 21, and the two mounting rings 22 distributed up and down are connected to the driving arm 15 and the alignment sleeve 71 respectively.

[0043] During the landing process of the aircraft, when the anti-sliding block 8 contacts the ground, the alignment sleeve 71 slides along the surface of the positioning rod 151. Under the connection action of the mounting ring 22, the compression spring 21 is in a contracted state, having a buffering effect on the ground contact block 7 and the anti-sliding block 8, effectively reducing the impact damage caused to the driving arm 15 after the ground contact block 7 and the anti-sliding block 8 descend and collide with the ground.

[0044] As Figures 7-8 shown in the figure, to ensure the anti-impact strength of the first landing frame 1 and the second landing frame 2 during the flight of the aircraft and improve the tightness of the connection between the first landing frame 1, the second landing frame 2 and the positioning beam 3, a first follower rod 19 and a second follower rod 20 are respectively provided at the tops of the first landing frame 1 and the second landing frame 2, receiving cavities for accommodating the first follower rod 19 and the second follower rod 20 are opened at both ends of the positioning beam 3, and when the linear cylinder one 5 and the linear cylinder two 6 control the movement of the first landing frame 1 and the second landing frame 2, the first follower rod 19 and the second follower rod 20 both slide in the receiving cavities. The combined setting of the first follower rod 19, the second follower rod 20 and the receiving cavity can improve the stability of the first landing frame 1 and the second landing frame 2 during the movement in the landing state of the aircraft.

[0045] As Figure 5 、 Figure 6As shown, in order to enable the ground contact block 7 to smoothly pass through the connection frame 32, avoidance grooves communicating with the accommodation cavity are provided on both the first landing frame 1 and the second landing frame 2, and a placement channel 321 is provided on the connection frame 32 at a position facing the avoidance groove. When the first landing frame 1 and the second landing frame 2 move away from the ground contact block 7, the avoidance groove moves away from the placement channel 321, leaving a space for the ground contact block 7 to pass through the placement channel 321.

[0046] As Figure 9 As shown, two sets of guiding roller groups 322 are provided on the connection frame 32, and linear channels for accommodating the guiding roller groups 322 to pass through are provided on both the first rack frame 13 and the second rack frame 14. When the first rack frame 13 and the second rack frame 14 move synchronously, the relative positions of the two linear channels and the guiding roller groups 322 can be adjusted. The combination of the linear channels and the guiding roller groups 322 can improve the precise movement of the first rack frame 13 and the second rack frame 14 along a straight path, and improve the precision when the first rack frame 13 and the second rack frame 14 are engaged with the driving gear 12.

[0047] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. An electric aircraft landing device, characterized in that: The invention comprises two first landing frames (1) and two second landing frames (2) symmetrically distributed from front to back, and a positioning beam (3) is provided on the opposite sides of the first landing frames (1) and the second landing frames (2) located in the same row, and a support (4) connected to the aircraft frame is provided on the positioning beam (3), and a linear cylinder 1 (5) and a linear cylinder 2 (6) are provided on the positioning beam (3) for respectively controlling the spacing adjustment of the first landing frames (1) and the second landing frames (2); It also includes a support bar (31) arranged at the bottom end of the positioning beam (3) and a connecting frame (32) arranged at the bottom end of the support bar (31), and the bottom ends of the first floor frame (1) and the second floor frame (2) are both provided with a receiving cavity for receiving the two ends of the connecting frame (32); Two ground contact pressure blocks (7) are arranged in the relative space between the first ground frame (1) and the second ground frame (2), and can be raised and lowered along with the movement of the first ground frame (1) and the second ground frame (2). An anti-sliding block (8) is arranged at the bottom end of the ground contact pressure block (7). When the first ground frame (1) and the second ground frame (2) move away from the ground contact pressure blocks (7), the two ground contact pressure blocks (7) originally located above the connecting frame (32) are lowered to below the connecting frame until the anti-sliding block (8) contacts the ground.

2. The electric aircraft landing device according to claim 1, characterized in that: A positioning column (10) is installed at the bottom end of the positioning beam (3), and a rotatable guide screw (11) is provided at the bottom end of the positioning column (10). The bottom end of the guide screw (11) is arranged on the connecting frame (32) and exposed below the connecting frame (32), and a connecting sleeve (16) capable of ascending and descending movement is provided on the guide screw (11). The connecting sleeve (16) is provided with two driving arms (15) that move synchronously with the ground contact pressure block (7). As the connecting sleeve (16) descends, the driving arms (15) and the ground contact pressure block (7) descend synchronously.

3. The electric aircraft landing device according to claim 2, characterized in that: A driving gear (12) connected to the bottom end of the guide screw (11) is provided below the connecting frame (32); a first rack frame (13) and a second rack frame (14) are respectively provided on the inner side of the accommodating cavity opened by the first landing frame (1) and the second landing frame (2) and are located on both sides of the driving gear (12) and meshed with the driving gear (12); when the first landing frame (1) and the second landing frame (2) move, the first rack frame (13) and the second rack frame (14) can mesh with the driving gear (12) and the guide screw (11) located above them and rotate synchronously.

4. The electric aircraft landing device according to claim 3, characterized in that: The positioning column (10) is provided with limiting rods (18) distributed on both sides thereof, and the driving arm (15) is provided with a guide frame (17) which can move synchronously with the limiting rods (18) and the driving arm (15). The guide frame (17) is sleeved on the limiting rods (18), and as the connection sleeve (16) and the driving arm (15) move upward and downward, the guide frame (17) moves synchronously along the distribution direction of the limiting rods (18).

5. The electric aircraft landing device according to claim 1, characterized in that: Both ends of the ground contact pressure block (7) are in the form of an upwardly contracted inclined surface structure, and a limit block (9) perpendicular thereto is provided on the inclined surface. The limit block (9) is in the form of a truncated cone structure, with the end with a smaller diameter facing the ground.

6. The electric aircraft landing device according to claim 2, characterized in that: The top of the ground contact pressure block (7) is provided with an alignment sleeve (71), the bottom of the driving arm (15) is provided with a positioning rod (151) extending to the inner side of the alignment sleeve (71) and coaxially arranged therewith, the positioning rod (151) is provided with a pressure spring (21) coaxially arranged therewith, the two ends of the pressure spring (21) are respectively provided with mounting rings (22), and the two mounting rings (22) distributed at the upper and lower parts are respectively connected to the driving arm (15) and the alignment sleeve (71).

7. The electric aircraft landing device according to claim 1, characterized in that: The top ends of the first landing frame (1) and the second landing frame (2) are respectively provided with a first follower rod (19) and a second follower rod (20); both ends of the positioning beam (3) are provided with a storage cavity for accommodating the first follower rod (19) and the second follower rod (20); when the linear cylinder 1 (5) and the linear cylinder 2 (6) control the first landing frame (1) and the second landing frame (2) to move, the first follower rod (19) and the second follower rod (20) are both located in the storage cavity and slide.

8. The electric aircraft landing device according to claim 1, characterized in that: The first floor frame (1) and the second floor frame (2) are both provided with an avoidance groove which is in communication with the accommodation cavity, and the connecting frame (32) is provided with an accommodation channel (321) which is directly opposite to the avoidance groove. When the first floor frame (1) and the second floor frame (2) move away from the ground contact pressure block (7), the avoidance groove moves away from the accommodation channel (321), leaving space for the ground contact pressure block (7) to pass through the accommodation channel (321).

9. The electric aircraft landing device according to claim 3, characterized in that: The connecting frame (32) is provided with two groups of guide roller groups (322), and the first rack frame (13) and the second rack frame (14) are provided with linear channels that can accommodate the guide roller groups (322) to pass through. When the first rack frame (13) and the second rack frame (14) move synchronously, the two linear channels can adjust the relative position with the guide roller groups (322).

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