Novel aircraft auxiliary landing stabilizing device and control system thereof

Abstract

The invention relates to the technical field of aerospace, and discloses a novel aircraft auxiliary landing stabilizing device and a control system thereof.The novel aircraft auxiliary landing stabilizing device comprises an aircraft body, an undercarriage is rotatably connected to the interior of the aircraft body, a fixing plate is arranged in the undercarriage, and a control center is fixedly connected to the outer wall of one side of the fixing plate; a fixing assembly is fixedly connected to the outer wall of the other side of the fixing plate, an adjusting assembly is fixed in the fixing assembly, an air inlet assembly is fixedly connected to the lower surface of the adjusting assembly, an airflow rotating assembly is fixedly connected to the interior of the air inlet assembly, and a transmission assembly is arranged in the fixing shell. And the outer wall of the transmission assembly is fixedly connected with a machine wheel. In the invention, the electric push rod is controlled by the control center, the rotation angle of the guide plate is finally controlled, and the airplane wheels are finally driven to rotate, so that the friction force at the landing moment can be obviously reduced, and the tire wear and overload risk can be reduced.

Description

TECHNICAL FIELD

[0001] The application relates to the field of aerospace technology, in particular to a novel airplane auxiliary landing stabilizing device and a control system thereof. BACKGROUND

[0002] The mechanical properties of an airplane at the moment of landing are extremely complex, mainly involving vertical acceleration, horizontal torque and friction force and other factors. When the airplane touches the ground, the vertical acceleration reaches a maximum value, which may cause damage to the fuselage structure or discomfort to passengers. At the same time, due to the horizontal torque generated by the unilateral main wheel first touching the ground, the airplane may deviate from the runway centerline, increasing the risk of running off the runway.

[0003] The tire bears a huge friction force at the moment of landing, which not only causes rapid tire wear, but also may cause safety hazards such as tire burst. It is worth noting that the dynamic friction force is much smaller than the static friction force, which means that if the wheel can be pre-rotated before the airplane touches the ground, the airplane airspeed is close to the airplane, which can significantly reduce the friction force at the moment of landing, thereby reducing the risk of tire wear and overload.

[0004] Existing auxiliary landing systems, such as automatic brake systems and reverse thrust devices, mainly play a role after the airplane touches the ground. Although these systems improve the landing safety to some extent, they cannot effectively solve the overload problem at the moment of landing. SUMMARY

[0005] In view of the deficiencies of the prior art, the application provides a novel airplane auxiliary landing stabilizing device and a control system thereof, which solves the problem that the existing auxiliary landing system cannot effectively solve the overload problem at the moment of landing.

[0006] To achieve the above purpose, the application is implemented by the following technical scheme: a novel airplane auxiliary landing stabilizing device, comprising an airplane body, a landing gear rotatably connected inside the airplane body, a fixed plate provided inside the landing gear, a control center fixedly connected to one side of the outer wall of the fixed plate, a fixed assembly fixedly connected to the other side of the outer wall of the fixed plate, an adjusting assembly fixedly provided inside the fixed assembly, an air inlet assembly fixedly connected to the lower surface of the adjusting assembly, the air inlet assembly being rotatably connected to the lower surface of the fixed assembly on the upper side, an air flow rotating assembly fixedly connected to the inside of the air inlet assembly, a fixed shell fixedly connected to the inner wall of the air inlet assembly, a transmission assembly provided inside the fixed shell, the transmission assembly being meshingly connected to the tooth end of the air flow rotating assembly, and a wheel fixedly connected to the outer wall of the transmission assembly.

[0007] By adopting the above technical scheme, when the airplane enters the landing stage, the pilot lowers the landing gear, the control center receives the landing gear lowering signal, the control center controls the adjusting assembly to drive the air inlet assembly to adjust the angle, so that the air inlet assembly is in the best air inlet position, before the airplane lands, the control center adjusts the adjusting assembly according to the monitored wheel rotating speed and the airplane airspeed, changes the angle of the deflector, adjusts the airflow impact fan strength, and ensures that the wheel reaches the preset rotating speed close to the airplane airspeed before landing, so that the friction at the landing moment can be significantly reduced due to the pre-rotation of the wheel close to the airplane airspeed, the tire wear and overload risk are reduced, and the defect that the existing auxiliary landing system cannot effectively solve the overload problem at the landing moment is compensated.

[0008] Preferably, the fixing assembly comprises a fixing block, an outer wall of the fixing block is fixedly connected to an outer wall of the fixing plate, a rotating column one is rotatably connected to the inside of the fixing block, an outer wall of the rotating column one is fixedly connected to an extension rod, an outer wall of the left side of the extension rod is fixedly connected to a rotating ring, an inner wall of the rotating ring is fixedly connected to a rotating column two, and an outer wall of the lower side of the rotating column two is rotatably connected to the upper side of the inside of the air inlet assembly.

[0009] Preferably, the adjusting assembly comprises an electric push rod, an outer wall of the electric push rod is fixedly connected to the inside of the fixing block, an output end of the electric push rod is connected to a rack, an outer wall of the rack is slidably connected to the inside of the fixing block, a tooth end of the rack is meshingly connected to a first gear, an inside of the first gear is fixedly connected to a fixing column, and a lower surface of the fixing column is fixedly connected to an upper surface of the air inlet assembly.

[0010] Preferably, the air inlet assembly comprises a deflector, an upper side of the inside of the deflector is rotatably connected to the outer wall of the lower side of the rotating column two, an inside of the deflector is fixedly connected to a rubber sleeve, an outer wall of the right side of the rubber sleeve is fixedly connected to a support plate, and a top end of the support plate is fixedly connected to the lower surface of the fixing plate.

[0011] Preferably, the airflow rotating assembly comprises a cross shell, an outer wall of the cross shell is fixedly connected to the inside of the support plate, an inner wall of the cross shell is rotatably connected to a connecting column, an outer wall of one side of the connecting column is fixedly connected to a fan blade, and an outer wall of the other side of the connecting column is fixedly connected to a bevel gear one.

[0012] Preferably, the transmission assembly comprises a support rod one, an outer wall of the support rod one is arranged in the inside of the fixing shell, an outer wall of the support rod one is fixedly connected to a bevel gear two, a tooth end of the bevel gear two is meshingly connected to a bevel gear three, an inner wall of the bevel gear three is fixedly connected to a support rod two, and an upper surface of the support rod two is fixedly connected to a bevel gear four.

[0013] Preferably, the outer part of the fan is arranged inside the support plate, and the tooth end of the fourth bevel gear is connected to the tooth end of the first bevel gear.

[0014] Preferably, the control center is electrically connected to the electric push rod, and the control center is electrically connected to the aircraft body.

[0015] Preferably, a control system of a new type of aircraft auxiliary landing stabilizer device comprises:

[0016] An environment perception module is used to collect airspeed, air pressure, attitude angle and runway surface state data in real time during the landing phase of the aircraft.

[0017] A dynamic analysis module is built-in machine learning algorithm, which predicts the best landing gear adjustment parameters based on historical landing data and real-time environmental data.

[0018] An execution control module is electrically connected to the adjustment assembly, airflow rotation assembly and transmission assembly, and adjusts the extension amount of the electric push rod, the rotation speed of the fan and the brake torque of the wheel according to the output instructions of the dynamic analysis module.

[0019] A redundant safety module is used to switch to a backup control strategy when the system is abnormal, and trigger the mechanical locking mechanism to fix the landing gear.

[0020] Preferably, the dynamic analysis module adopts a convolutional neural network and long short-term memory network fusion model, and optimizes the prediction accuracy through a combination of offline training and online learning.

[0021] The execution control module integrates a PID closed-loop feedback mechanism to real-time calibrate the displacement error of the adjustment assembly, ensuring the airflow guiding efficiency of the intake assembly and the balanced distribution of the ground pressure of the wheel.

[0022] The redundant safety module realizes fault diagnosis through multi-sensor cross-validation and completes emergency response within 0.2 seconds.

[0023] Working principle: when a new type of aircraft auxiliary landing stabilizer device is needed, the aircraft enters the landing phase, and the pilot lowers the landing gear. At this time, the control center 7 fixed on the internal fixed plate of the landing gear receives the landing gear lowering signal, and the control center sends instructions to the electric push rod. The electric push rod starts, and its output end pushes the rack to slide inside the fixed block. The rack is engaged with the first gear, which drives the first gear to rotate, and the first gear makes the intake assembly rotate around the rotating column two through the fixed column, thereby adjusting the angle of the deflector plate to the best intake position.

[0024] During the flight of the aircraft, the high-speed airflow impacts the guide plate, the guide plate guides the airflow into the air inlet assembly, the airflow impacts the fan blade, the fan blade rotates around the connecting column under the action of the airflow, the connecting column drives the bevel gear I to rotate synchronously, the bevel gear I meshes with the bevel gear IV, the bevel gear IV drives the support rod II to rotate, the support rod II rotates through the meshing of the bevel gear III and the bevel gear II, so that the support rod I rotates, and finally the wheel fixed to the outer wall of the support rod I rotates.

[0025] With the decrease of the height of the aircraft, the control center monitors the wheel rotation speed and the aircraft airspeed in real time. When the two do not match, the control center adjusts the electric push rod again, changes the angle of the guide plate, adjusts the strength of the airflow impacting the fan blade, and then adjusts the wheel rotation speed, so as to ensure that the wheel reaches a preset rotation speed close to the aircraft airspeed before landing. In this way, due to the pre-rotation of the wheel and the proximity to the aircraft airspeed at the moment of landing, the friction at the moment of landing can be significantly reduced, and the risk of tire wear and overload can be reduced. At the same time, the device can also reduce the vertical acceleration and horizontal torque of the aircraft during landing, reduce the risk of the aircraft running off the runway, and improve the landing safety. The device not only reduces the impact force and friction at the moment of landing of the aircraft, but also improves the flight safety, reduces the tire wear, and improves the service quality and economic benefits of the airline.

[0026] The application provides a novel aircraft auxiliary landing stabilizing device and a control system thereof.

[0027] 1. The application controls the electric push rod through the control center, finally controls the rotation angle of the guide plate, and finally drives the wheel to rotate, so that the friction at the moment of landing can be significantly reduced, and the risk of tire wear and overload can be reduced.

[0028] 2. The application drives the wheel to pre-rotate through the airflow power, cooperates with the multi-angle adjustment capability of the fixed assembly, can effectively reduce the vertical acceleration and horizontal torque of the aircraft during landing, not only reduces the impact load borne by the fuselage structure, but also reduces the risk of side slipping or running off the runway caused by the attitude deviation of the aircraft when landing.

[0029] 3. The environment perception module in the control system of the application collects a plurality of data in real time, the dynamic analysis module adopts an advanced convolutional neural network and long short-term memory network fusion model to predict the best adjustment parameter, and the execution control module integrates a PID closed-loop feedback mechanism, so that the extension amount of the electric push rod, the rotation speed of the fan blade and the brake torque of the wheel can be accurately and adaptively adjusted. No matter in different weather conditions or runway conditions, the system can quickly respond to ensure that the aircraft lands in the best state. BRIEF DESCRIPTION OF DRAWINGS

[0030] Figure 1 A perspective structural schematic view of a novel aircraft auxiliary landing stabilizing device is provided.

[0031] Figure 2 A partial structure diagram of a guide vane of a new aircraft auxiliary landing stabilizing device is provided in the present application;

[0032] Figure 3 A partial structure diagram of a fixing plate of a new aircraft auxiliary landing stabilizing device is provided in the present application;

[0033] Figure 4 A partial structure diagram of a fixing assembly of a new aircraft auxiliary landing stabilizing device is provided in the present application;

[0034] Figure 5 A partial structure diagram of a fixing assembly of a new aircraft auxiliary landing stabilizing device is provided in the present application;

[0035] Figure 6 A partial structure diagram of a fixing assembly of a new aircraft auxiliary landing stabilizing device is provided in the present application;

[0036] Figure 7 A partial structure diagram of a fixing assembly of a new aircraft auxiliary landing stabilizing device is provided in the present application;

[0037] Figure 8 A partial structure diagram of a fixing assembly of a new aircraft auxiliary landing stabilizing device is provided in the present application.

[0038] Wherein, 1, aircraft body; 2, landing gear; 3, fixing assembly; 31, fixing block; 32, rotating column one; 33, telescopic rod; 34, rotating ring; 35, rotating column two; 4, air inlet assembly; 41, guide vane; 42, rubber sleeve; 43, support plate; 5, adjusting assembly; 51, electric push rod; 52, rack; 53, first gear; 54, fixing column; 6, fixing plate; 7, control center; 8, airflow rotating assembly; 81, cross shell; 82, fan blade; 83, connecting column; 84, bevel gear one; 9, fixing shell; 10, transmission assembly; 101, support rod one; 102, bevel gear two; 103, bevel gear three; 104, support rod two; 105, bevel gear four; 11, wheel. DETAILED DESCRIPTION

[0039] The technical solutions of the present application will be described clearly and completely below with reference to the drawings of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative work shall fall within the scope of protection of the present application.

[0040] Please refer to the drawings of the present application Figure 1 - the drawings of the present application Figure 3The embodiment of the present application provides a novel airplane auxiliary landing stabilizing device, which comprises an airplane body 1, a landing gear 2 rotatably connected to the inside of the airplane body 1, a fixed plate 6 arranged in the inside of the landing gear 2, a control center 7 fixedly connected to the outer wall of one side of the fixed plate 6, a fixed assembly 3 fixedly connected to the outer wall of the other side of the fixed plate 6, an adjusting assembly 5 fixedly arranged in the inside of the fixed assembly 3, an air inlet assembly 4 fixedly connected to the lower surface of the adjusting assembly 5, the upper inside of the air inlet assembly 4 rotatably connected to the lower surface of the fixed assembly 3, an airflow rotating assembly 8 fixedly connected to the inside of the air inlet assembly 4, a fixed shell 9 fixedly connected to the inner wall of the air inlet assembly 4, and a transmission assembly 10 arranged in the inside of the fixed shell 9, the tooth end of the transmission assembly 10 meshingly connected to the tooth end of the airflow rotating assembly 8, and a machine wheel 11 fixedly connected to the outer wall of the transmission assembly 10.

[0041] Specifically, when the airplane enters the landing stage, the pilot lowers the landing gear 2, the control center 7 receives the landing gear 2 lowering signal, the control center 7 drives the adjusting assembly 5, the adjusting assembly 5 drives the air inlet assembly 4 to adjust the angle, the airflow drives the airflow rotating assembly 8 to rotate through the air inlet assembly 4, further drives the transmission assembly 10 to rotate in the inside of the fixed shell 9, and finally drives the machine wheel 11 to rotate.

[0042] Please refer to the accompanying drawings Figure 4 The fixed assembly 3 comprises a fixed block 31, the outer wall of the fixed block 31 is fixedly connected to the outer wall of the fixed plate 6, a rotating column I 32 is rotatably connected to the inside of the fixed block 31, an extension rod 33 is fixedly connected to the outer wall of the rotating column I 32, a rotating ring 34 is fixedly connected to the left outer wall of the extension rod 33, a rotating column II 35 is fixedly connected to the inside of the rotating ring 34, and the lower outer wall of the rotating column II 35 is rotatably connected to the upper inside of the air inlet assembly 4.

[0043] Specifically, when the adjusting assembly 5 drives the air inlet assembly 4 to generate a rotating trend, the rotating column I 32, the extension rod 33, the rotating ring 34 and the rotating column II 35 in the fixed assembly 3 work cooperatively to ensure that the air inlet assembly 4 can be accurately adjusted to the appropriate angle to achieve the best air inlet effect, provide conditions for the rotation of the airflow rotating assembly 8 and the machine wheel 11, and prevent the air inlet assembly 4 from falling during the rotation process

[0044] Please refer to the accompanying drawings Figure 5 The adjusting assembly 5 comprises an electric push rod 51, the outer wall of the electric push rod 51 is fixedly connected to the inside of the fixed block 31, a rack 52 is connected to the output end of the electric push rod 51, the outer wall of the rack 52 is slidingly connected to the inside of the fixed block 31, the tooth end of the rack 52 is meshingly connected to a first gear 53, the inside of the first gear 53 is fixedly connected to a fixed column 54, and the lower surface of the fixed column 54 is fixedly connected to the upper surface of the air inlet assembly 4; the control center 7 is electrically connected with the electric push rod 51, and the control center 7 is electrically connected with the airplane body 1.

[0045] Specifically, by controlling the center 7 drive electric push rod 51, electric push rod 51 will drive rack 52 slide in the fixed block 31 inside, to drive fixed column 54 and the first gear 53 rotation, in turn drive air inlet assembly 4 angle adjustment, so as to optimize the air intake and air direction.

[0046] Please refer to the attached Figure 6 , air inlet assembly 4 includes the guide plate 41, the upper side of the guide plate 41 is rotatably connected to the lower side of the outer wall of the rotating column two 35, the inner fixedly connected with the rubber sleeve 42, the right side of the outer wall of the rubber sleeve 42 is fixedly connected with the support plate 43, the top of the support plate 43 is fixedly connected to the lower surface of the fixed plate 6; airflow rotation assembly 8 includes cross shell 81, the outer wall of the cross shell 81 is fixedly connected to the inside of the support plate 43, the inner wall of the cross shell 81 is rotatably connected with the connecting column 83, the outer wall of one side of the connecting column 83 is fixedly connected with the fan blade 82, the outer wall of the other side of the connecting column 83 is fixedly connected with the bevel gear one 84.

[0047] Specifically, when the airflow enters the inside of the air inlet assembly 4, the airflow will drive the fan blade 82 to rotate, in turn drive the connecting column 83 and the bevel gear one 84 to rotate, the cross shell 81 is used for supporting the fan blade 82, preventing the fan blade 82 from falling off in the process of rotating, the rubber sleeve 42 can ensure that the guide plate 41 can smoothly drive the fan blade 82 to rotate in the process of rotating.

[0048] Please refer to the attached Figure 6 -attached Figure 8 , transmission assembly 10 includes support rod one 101, the outer wall of the support rod one 101 is arranged in the inside of the fixed shell 9, the outer wall of the support rod one 101 is fixedly connected with the bevel gear two 102, the tooth end of the bevel gear two 102 is meshed with the bevel gear three 103, the inner wall of the bevel gear three 103 is fixedly connected with the support rod two 104, the upper surface of the support rod two 104 is fixedly connected with the bevel gear four 105; the outside of the fan blade 82 is arranged in the inside of the support plate 43, the tooth end of the bevel gear four 105 is meshed with the tooth end of the bevel gear one 84.

[0049] Specifically, when the bevel gear one 84 rotates, it will drive the bevel gear four 105 to rotate, the bevel gear four 105 rotates to drive the support rod two 104 to rotate in the inside of the fixed shell 9, when the support rod two 104 rotates, it will drive the bevel gear three 103 to rotate, the bevel gear three 103 rotates to drive the bevel gear two 102 to rotate, in turn drive the support rod one 101 and the wheel 11 to rotate, the support rod one 101 and the bevel gear two 102 will rotate in the inside of the fixed shell 9, the fixed shell 9 is used for supporting the support rod one 101, the bevel gear two 102, the bevel gear three 103 and the support rod two 104 to rotate.

[0050] A control system of a new type of aircraft auxiliary landing stabilizer device, comprising:

[0051] An environment perception module for real-time collection of airspeed, air pressure, attitude angle and runway surface state data during the landing phase of the aircraft;

[0052] A dynamic analysis module with a built-in machine learning algorithm to predict the best landing gear 2 adjustment parameters based on historical landing data and real-time environmental data;

[0053] An execution control module electrically connected to the adjustment assembly (5), airflow rotation assembly (8) and transmission assembly (10), which adaptively adjusts the extension amount of the electric push rod (51), the rotation speed of the fan (82) and the brake torque of the wheel (11) according to the output instructions of the dynamic analysis module;

[0054] A redundant safety module for switching to a backup control strategy and triggering a mechanical locking mechanism to fix the landing gear (2) when the system is abnormal.

[0055] The dynamic analysis module uses a convolutional neural network and long short-term memory network fusion model to optimize prediction accuracy through a combination of offline training and online learning;

[0056] The execution control module integrates a PID closed-loop feedback mechanism to real-time calibrate the displacement error of the adjustment assembly (5), ensuring the airflow guiding efficiency of the intake assembly (4) and the ground pressure distribution balance of the wheel (11);

[0057] The redundant safety module realizes fault diagnosis through multi-sensor cross-validation and completes emergency response within 0.2 seconds

[0058] Specifically, the environment perception module, during the landing process, collects the airspeed, air pressure gradient, pitch / roll attitude angle and runway friction coefficient data of the aircraft in real time through the airspeed sensor, barometer, inertial measurement unit (IMU) and runway surface scanning radar, and transmits the data to the dynamic analysis module at a frequency of 200Hz, and synchronizes the consistency of multi-source data through time stamping.

[0059] The dynamic analysis module uses a "CNN-LSTM" fusion model to compare and analyze real-time data with historical landing database (containing more than 100,000 typical scene data), predict the best landing gear extension amount, fan 82 rotation speed threshold and wheel 11 target brake torque, and the model is continuously updated through online learning mechanism, for example, in the special scene of crosswind, wet runway, etc., dynamically adjust the prediction weight to improve environmental adaptability.

[0060] The execution control module receives the instructions of the dynamic analysis module and adjusts through the following closed-loop control: electric push rod (51) control: based on the PID algorithm, the extension and retraction amount is adjusted with 0.1 mm precision to change the inclination angle of the deflector (41) of the air intake assembly (4) and optimize the air flow distribution; fan blade (82) speed regulation: the motor speed is adjusted by the frequency converter to make the air flow rotating assembly (8) generate controllable vortex to offset the lateral aerodynamic disturbance in the landing moment; wheel (11) braking: combined with the runway friction coefficient data, the fuzzy control algorithm is used to dynamically distribute the braking torque to prevent tire lock or slip; the state feedback (such as displacement, speed, pressure) of each execution unit is transmitted back to the control center (7) in real time to form a closed-loop correction.

[0061] The redundant safety module realizes cross verification through three redundant sensors (airspeed x 3, attitude angle x 3), if the abnormal data (such as deviation exceeding ± 5%) is detected, the following protection mechanism is triggered immediately: switch to backup control strategy: use preset safety parameters to replace dynamic analysis results, for example, the fixed deflector 41 inclination angle is 15°, and the fan blade 82 speed is locked at the median value; start the mechanical locking mechanism: fix the landing gear (2) extension joint through the electromagnetic locking device to prevent the landing gear from shaking due to control failure; system self-checking and alarm: complete fault positioning within 0.2 seconds and prompt the pilot to take over the operation through the cockpit HUD.

[0062] Although the embodiments of the present application have been shown and described, it can be understood by those skilled in the art that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and spirits of the present application, and the scope of the present application is defined by the appended claims and their equivalents.

Claims

1. A novel aircraft auxiliary landing stabilization device, comprising an aircraft body (1), characterized in that: The interior of the aircraft body (1) is rotatably connected to the landing gear (2), a fixed plate (6) is provided inside the landing gear (2), one side outer wall of the fixed plate (6) is fixedly connected to the control center (7), the other side outer wall of the fixed plate (6) is fixedly connected to the fixed assembly (3), an adjustment assembly (5) is fixed inside the fixed assembly (3), the lower surface of the adjustment assembly (5) is fixedly connected to the air intake assembly (4), the upper side of the air intake assembly (4) is rotatably connected to the lower surface of the fixed assembly (3), the interior of the air intake assembly (4) is fixedly connected to the airflow rotation assembly (8), the inner wall of the air intake assembly (4) is fixedly connected to the fixed shell (9), a transmission assembly (10) is provided inside the fixed shell (9), the tooth end of the transmission assembly (10) is meshedly connected to the tooth end of the airflow rotation assembly (8), and the outer wall of the transmission assembly (10) is fixedly connected to the organic wheel (11).

2. The novel aircraft auxiliary landing stabilization device according to claim 1, characterized in that: The fixing assembly (3) includes a fixing block (31), the outer wall of the fixing block (31) is fixedly connected to the outer wall of the fixing plate (6), the interior of the fixing block (31) is rotatably connected to a rotating column (32), the outer wall of the rotating column (32) is fixedly connected to a telescopic rod (33), the left outer wall of the telescopic rod (33) is fixedly connected to a rotating ring (34), the interior of the rotating ring (34) is fixedly connected to a rotating column (35), and the lower outer wall of the rotating column (35) is rotatably connected to the upper interior of the air intake assembly (4).

3. The novel aircraft auxiliary landing stabilization device according to claim 2, characterized in that: The adjustment assembly (5) includes an electric push rod (51), the outer wall of the electric push rod (51) is fixedly connected to the interior of the fixed block (31), the output end of the electric push rod (51) is connected to a rack (52), the outer wall of the rack (52) is slidably connected to the interior of the fixed block (31), the tooth end of the rack (52) is meshedly connected to a first gear (53), the interior of the first gear (53) is fixedly connected to a fixed column (54), and the lower surface of the fixed column (54) is fixedly connected to the upper surface of the air intake assembly (4).

4. The novel aircraft auxiliary landing stabilization device according to claim 2, characterized in that: The air intake assembly (4) includes a guide plate (41), the upper inner portion of the guide plate (41) is rotatably connected to the lower outer wall of the second rotating column (35), the inner portion of the guide plate (41) is fixedly connected to a rubber sleeve (42), the right outer wall of the rubber sleeve (42) is fixedly connected to a support plate (43), and the top end of the support plate (43) is fixedly connected to the lower surface of the fixed plate (6).

5. The novel aircraft auxiliary landing stabilization device according to claim 4, characterized in that: The airflow rotating assembly (8) includes a cross shell (81), the outer wall of the cross shell (81) is fixedly connected to the inside of the support plate (43), the inner wall of the cross shell (81) is rotatably connected to a connecting column (83), one side outer wall of the connecting column (83) is fixedly connected to a fan blade (82), and the other side outer wall of the connecting column (83) is fixedly connected to a bevel gear (84).

6. The novel aircraft auxiliary landing stabilization device according to claim 5, characterized in that: The transmission assembly (10) includes a support rod (101), the outer wall of the support rod (101) is arranged inside the fixed shell (9), the outer wall of the support rod (101) is fixedly connected to a bevel gear (102), the tooth end of the bevel gear (102) is meshedly connected to a bevel gear (103), the inner wall of the bevel gear (103) is fixedly connected to the support rod (104), and the upper surface of the support rod (104) is fixedly connected to the bevel gear (105).

7. The novel aircraft auxiliary landing stabilization device according to claim 6, characterized in that: The outside of the fan blade (82) is arranged inside the support plate (43), and the tooth end of the bevel gear four (105) is meshedly connected to the tooth end of the bevel gear one (84).

8. The novel aircraft auxiliary landing stabilization device according to claim 1, characterized in that: The control center (7) is electrically connected to the electric push rod (51), and the control center (7) is electrically connected to the aircraft body (1).

9. A new control system for an aircraft auxiliary landing stabilization device, characterized in that: A novel aircraft auxiliary landing stabilization device according to any one of claims 1 to 8, comprising: Environmental perception module, used to collect real-time data on the aircraft's airspeed, air pressure, attitude angle, and runway surface conditions during landing; Dynamic analysis module, with built-in machine learning algorithm, predicts the optimal landing gear (2) adjustment parameters based on historical landing data and real-time environmental data; An execution control module is electrically connected to the adjustment component (5), the airflow rotation component (8) and the transmission component (10), and adaptively adjusts the extension and contraction amount of the electric push rod (51), the rotation speed of the fan blade (82) and the braking torque of the wheel (11) according to the output instructions of the dynamic analysis module; The redundant safety module is used to switch to a backup control strategy when the system is abnormal and trigger a mechanical locking mechanism to fix the landing gear (2).

10. The control system of a novel aircraft assisted landing stabilization device according to claim 9, characterized in that: The dynamic analysis module adopts a convolutional neural network and long short-term memory network fusion model to optimize prediction accuracy by combining offline training with online learning; The execution control module integrates a PID closed-loop feedback mechanism to calibrate the displacement error of the adjustment component (5) in real time, thereby ensuring that the airflow guidance efficiency of the air intake component (4) and the ground pressure distribution of the wheel (11) are balanced; The redundant safety module implements fault diagnosis through multi-sensor cross-verification and completes emergency response within 0.2 seconds.

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