An air intake landing bumper device for aircraft parachute recovery

Abstract

The application discloses an air inlet channel landing buffer device for aircraft parachute recovery, and relates to the technical field of aircraft recovery. The air inlet channel lip assembly is at least partially made of a first energy-absorbing material, is detachably connected to the belly of the fuselage of the aircraft, and is in communication with the main body of the air inlet channel located inside the fuselage. The lower edge of the air inlet channel lip assembly is lower than the lower skin of the belly of the fuselage, and is configured to be in contact with the ground before other parts of the fuselage when the aircraft lands at a predetermined landing attitude angle, and to absorb the first impact energy by deforming or being destroyed. The energy-absorbing support assembly is at least partially made of a second energy-absorbing material, and is detachably connected between the air inlet channel lip assembly and the mounting base inside the fuselage. While realizing the basic function of the air inlet channel, the application effectively overcomes the problems of slow inflation, easy breakage, high cost and poor controllability of the traditional airbag buffer mode, and embodies significant functional integration and technical economy.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft recovery, in particular to an air inlet landing buffer device for aircraft parachute recovery. BACKGROUND

[0002] For an aircraft, especially in specific application scenarios requiring reuse, whether it can be safely recovered after completing a flight mission is of great importance. Parachute recovery is a common technical means, which significantly reduces the falling speed of the aircraft through a parachute, and needs to be matched with a special buffer device to absorb the huge impact energy generated at the moment of landing, so as to protect the aircraft body structure, internal equipment and task load installed thereon from damage.

[0003] At present, the commonly used recovery method is parachute combined with airbag buffer. In this way, the airbag usually needs to be pre-installed inside or outside the aircraft. However, this recovery method has many problems in actual application. From the cost point of view, the low-cost airbag has obvious defects, its inflation speed is slow, and it may not be able to be deployed in time in an emergency, and the risk of deployment failure is relatively high, which greatly affects the reliability of recovery. Although the high-reliability and high-performance airbag can solve these problems to some extent, the cost is very high, which is contrary to the economic application positioning of low-cost aircraft, and it is difficult to meet its needs, and when installed inside the aircraft, it needs to occupy additional internal space, which is not conducive to the control of the size of the aircraft.

[0004] From the aspect of buffer mechanism, airbag buffer also has some insurmountable disadvantages. When the airbag touches the ground, due to its elastic properties, it may produce uncontrollable rebound. This rebound will make the attitude of the aircraft lose stability, and even cause the aircraft to overturn, further increasing the risk of recovery. In addition, the airbag itself is relatively fragile, and once it breaks during landing, its buffering effect will be instantly lost. At this time, the aircraft may still have considerable falling speed, which will directly collide with the ground in a rigid manner, still existing the risk of damage to the aircraft body, equipment failure and damage to the task load. SUMMARY

[0005] The air inlet landing buffer device for aircraft parachute recovery provided by the embodiments of the present application solves the problems of slow inflation, easy breakage, high cost and poor controllability of the traditional airbag buffer method.

[0006] The embodiment of the present application provides an air inlet lip assembly for air vehicle parachute recovery, comprising: an air inlet lip assembly, at least partially made of a first energy-absorbing material, detachably connected to the belly of the air vehicle and in communication with the air inlet body inside the air vehicle; wherein the lower edge of the air inlet lip assembly is lower than the lower skin of the belly of the air vehicle, and is configured to contact the ground before other parts of the air vehicle when the air vehicle lands at a predetermined landing attitude angle, and absorbs the first impact energy by itself deformation or destruction; an energy-absorbing support assembly, at least partially made of a second energy-absorbing material, detachably connected between the air inlet lip assembly and the mounting base inside the air vehicle; the energy-absorbing support assembly is configured to absorb the second impact energy transmitted by the first impact energy and transmit the remaining third impact energy to the mounting base.

[0007] In a possible implementation, the first branch length of the main parachute rope of the recovery parachute connected to the hanging point on the air vehicle away from the air inlet lip assembly is greater than the second branch length of the main parachute rope connected to the hanging point on the air vehicle close to the air inlet lip assembly, so as to achieve the predetermined landing attitude angle, so that the air vehicle keeps the nose away from the end of the air inlet lip assembly and tilts downward during parachute recovery, so as to ensure that the air inlet lip assembly contacts the ground before other parts of the air vehicle.

[0008] In a possible implementation, the predetermined landing attitude angle is determined by the following method:

[0009] determining the vertical distance of the lower edge of the air inlet lip assembly below the lower skin of the belly of the air vehicle, and the axial distance between the lower edge of the air inlet lip assembly and the intersection point of the tangent line to the nose direction thereof;

[0010] calculating the maximum allowed landing attitude angle according to the vertical distance and the axial distance;

[0011] selecting the predetermined landing attitude angle in the range greater than 0° and less than the maximum allowed landing attitude angle.

[0012] In a possible implementation, the air inlet lip assembly comprises a first outer skin, a second outer skin and an inner skin; the second outer skin is arranged above the first outer skin; the inner skin is arranged on the inner side of the first outer skin and in communication with the air inlet body inside the air vehicle; the lower edge of the first outer skin is lower than the lower skin of the belly of the air vehicle; the outer wall of the energy-absorbing support assembly is detachably connected to the inner wall of the second outer skin, and the bottom abuts against the top of the inner skin.

[0013] In a possible implementation, the energy-absorbing support assembly comprises a support seat and an energy-absorbing support; an outer wall of the support seat is detachably connected to an inner wall of the second outer skin, and a bottom of the support seat abuts against a top of the inner skin; the energy-absorbing support is connected to a bottom of the mounting base and fixedly connected to an inner portion of the support seat.

[0014] In a possible implementation, an outer contour of the support seat corresponds to an outer contour of the second outer skin.

[0015] In a possible implementation, the energy-absorbing support is provided with a curved deformation zone in a region between the mounting base and the support seat.

[0016] In a possible implementation, the fuselage is provided with a first mounting frame and a second mounting frame along an axial direction thereof; the air inlet lip assembly is detachably connected to the first mounting frame of the fuselage; two ends of the mounting base are respectively connected to the first mounting frame of the fuselage and the second mounting frame of the fuselage; the energy-absorbing support assembly is located between the first mounting frame and the second mounting frame; and the mounting base transmits the third impact energy to the first mounting frame and the second mounting frame.

[0017] In a possible implementation, the air inlet lip assembly is connected to the first mounting frame of the fuselage through a connecting lug.

[0018] In a possible implementation, the first energy-absorbing material and the second energy-absorbing material are both high polymer foam materials or honeycomb structure materials; and / or an outer portion of each of the first energy-absorbing material and the second energy-absorbing material is wrapped with a reinforcing wrapping layer.

[0019] The one or more technical solutions provided in the embodiments of the present application have at least the following technical effects:

[0020] The air inlet lip assembly and the energy absorption support assembly are combined to realize efficient and reliable energy absorption and transmission of the aircraft during parachute recovery, the device normally performs the air inlet function during flight and is converted into a buffer structure during landing, and the device is dual-purpose, without the need for additional installation of airbags and other devices, thereby reducing costs and saving internal space of the fuselage, and is particularly suitable for the reuse scenario of low-cost aircraft. The first energy absorption material and the second energy absorption material play a role in turn to realize the graded absorption of impact energy, and the remaining energy is diffused through the mounting base, effectively suppressing the peak load and protecting the main body structure of the fuselage. The device absorbs energy through plastic deformation or damage of the first energy absorption material and the second energy absorption material, avoids the attitude instability or overturning risk caused by airbag rebound, and the energy absorption process is stable and controllable. The overall structure is simple, the connection is reliable, the problem of inflation device failure or sudden rupture is avoided, and the device is suitable for various landing impact environments and conditions. Through efficient energy absorption and transmission, the impact on the internal equipment and mission load of the fuselage is greatly reduced, and the recovery success rate and availability of the whole machine are improved. Therefore, while realizing the basic function of the air inlet, the device effectively overcomes the problems of slow inflation, easy rupture, high cost and poor controllability of the traditional airbag buffer mode, and embodies significant functional integration and technical economy. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0022] Figure 1 The structure schematic diagram of the air inlet landing buffer device for aircraft parachute recovery provided by the embodiments of the present application is shown in the figure.

[0023] Figure 2 The structure schematic diagram of the air inlet lip assembly provided by the embodiments of the present application after disassembly is shown in the figure.

[0024] Figure 3 The installation state diagram of the air inlet landing buffer device for aircraft parachute recovery provided by the embodiment of the present application is shown in the figure.

[0025] Figure 4 The front view of the air inlet landing buffer device for aircraft parachute recovery provided by the embodiment of the present application is shown in the figure. Figure 3

[0026] Figure 5 The exploded state diagram of the air inlet landing buffer device for aircraft parachute recovery provided by the embodiment of the present application is shown in the figure.

[0027] Figure 6 The installation state diagram of the support seat and the energy-absorbing support provided by the embodiment of the present application is shown in the figure.

[0028] Figure 7 The structure diagram of the support seat provided by the embodiment of the present application is shown in the figure.

[0029] Figure 8 The structure diagram of the energy-absorbing support provided by the embodiment of the present application is shown in the figure.

[0030] Figure 9 The structure diagram of the first energy-absorbing material and the second energy-absorbing material provided by the embodiment of the present application is shown in the figure.

[0031] Figure 10 The structure diagram of the connecting ear provided by the embodiment of the present application is shown in the figure.

[0032] Figure 11 The related parameter diagram of the air inlet landing buffer device for aircraft parachute recovery provided by the embodiment of the present application is shown in the figure.

[0033] Figure 12 The landing attitude diagram of the aircraft provided by the embodiment of the present application is shown in the figure.

[0034] Figure: 1-air inlet lip assembly; 11-first outer skin; 12-second outer skin; 13-inner skin; 2-energy-absorbing support assembly; 21-support seat; 22-energy-absorbing support; 3-fuselage; 4-nose; 5-first mounting frame; 6-second mounting frame; 7-mounting base; 8-connecting ear; 9-polystyrene semi-rigid foam plastic; 10-reinforced wrapping layer; 101-fastener; 102-main parachute rope; 103-first branch; 104-second branch. DETAILED DESCRIPTION

[0035] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application. ​

[0036] In the description of the embodiments of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the embodiments of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. The terms "first", "second", "third" are only for the purpose of description, and cannot be understood as indicating or implying relative importance. In addition, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be the communication between two elements inside. For those skilled in the art, the specific meaning of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0037] The embodiments of the present application provide an air inlet landing buffer device for aircraft parachute recovery, as shown in Figures 1 to 12 The air inlet landing buffer device for aircraft parachute recovery includes an air inlet lip assembly 1 and an energy-absorbing support assembly 2. The air inlet lip assembly 1 is at least partially made of a first energy-absorbing material, and is detachably connected to the belly of the fuselage 3 of the aircraft and in communication with the air inlet body inside the fuselage 3. Wherein, the lower edge of the air inlet lip assembly 1 is lower than the lower skin of the belly of the fuselage 3, and is configured to contact the ground before other parts of the fuselage 3 when the aircraft lands at a predetermined landing attitude angle α, and absorbs the first impact energy by deforming or destroying itself. Wherein, as shown in Figure 12 The predetermined landing attitude angle α is the included angle between the central axis of the fuselage 3 and the ground when the aircraft lands.

[0038] The energy-absorbing support assembly 2 is at least partially made of a second energy-absorbing material, and is detachably connected between the air inlet lip assembly 1 and the mounting base 7 inside the fuselage 3. The energy-absorbing support assembly 2 is configured to absorb the second impact energy transmitted by the first impact energy and transmit the remaining third impact energy to the mounting base 7.

[0039] In an embodiment of the present application, the aircraft is a target aircraft.

[0040] It should be noted that when the device is assembled, the energy-absorbing support assembly 2 is first fixedly installed on the mounting base 7 in the fuselage 3, and then the air inlet lip assembly 1 is detachably connected with the energy-absorbing support assembly 2 and the belly of the fuselage 3, so that the entire device can be reliably installed on the belly of the fuselage 3 and the front part of the air inlet main body. In the flight stage, the device works normally as part of the air inlet to continuously provide effective air intake for the engine, and does not affect the aerodynamic performance of the aircraft. In the landing cushioning stage, when the aircraft lands at a predetermined landing attitude angle α, the lower edge of the air inlet lip assembly 1 contacts the ground before other parts of the fuselage 3; the first energy-absorbing material deforms or breaks under impact to absorb the first impact energy; then, the second energy-absorbing material absorbs the second impact energy; finally, the energy-absorbing support assembly 2 transmits the remaining third impact energy to the mounting base 7 to realize the step-by-step dissipation and diffusion of impact energy. Through the combined design of the air inlet lip assembly 1 and the energy-absorbing support assembly 2, the device realizes efficient and reliable energy absorption and transmission of the aircraft during parachute recovery; the device normally performs the air inlet function in the flight stage and is converted into a cushioning structure during landing, one device with two functions, without the need for additional installation of airbags and other devices, reducing cost and saving internal space of the fuselage 3, especially suitable for repeated use scenarios of low-cost aircraft. Through the sequential action of the first energy-absorbing material and the second energy-absorbing material, the impact energy is absorbed in stages, and the remaining energy is diffused through the mounting base 7, effectively suppressing the peak load and protecting the main structure of the fuselage 3. The device absorbs energy through the plastic deformation or breakage of the first energy-absorbing material and the second energy-absorbing material, avoiding the risk of attitude instability or overturning caused by airbag rebound, and the energy-absorbing process is stable and controllable. The overall structure is simple and reliable, avoiding the problem of inflation device failure or sudden rupture, and is suitable for various landing impact environments and conditions. Through efficient energy absorption and transmission, the impact on the internal equipment and mission payload of the fuselage 3 is greatly reduced, and the overall recovery success rate and availability are improved. Therefore, while realizing the basic function of the air inlet, the present application effectively overcomes the problems of slow inflation, easy breakage, high cost and poor controllability of the traditional airbag cushioning method, and embodies significant functional integration and technical economy.

[0041] In the embodiment of the present application, the first branch 103 of the main parachute rope 102 of the recovery parachute is connected to a hanging point on the fuselage 3 away from the air inlet lip assembly 1, and the length of the first branch 103 is greater than the length of the second branch 104 connected to a hanging point on the fuselage 3 close to the air inlet lip assembly 1, to realize a predetermined landing attitude angle α, so that the aircraft keeps the nose 4 tilted downward away from one end of the air inlet lip assembly 1 during parachute recovery, to ensure that the air inlet lip assembly 1 contacts the ground before other parts of the fuselage 3.

[0042] In the embodiment of the present application, the predetermined landing attitude angle α is determined by the following method:

[0043] S1: Determine the vertical distance h between the lower edge of the air intake lip assembly 1 and the lower skin of the fuselage 3 belly, and the axial distance L between the lower edge of the air intake lip assembly 1 and the intersection point of its tangent line to the nose 4 direction.

[0044] S2: Calculate the maximum allowed landing attitude angle β according to the vertical distance h and the axial distance L. Wherein, as shown in the formula: Figure 11 .

[0045] S3: Select a predetermined landing attitude angle α in the range greater than 0° and less than the maximum allowed landing attitude angle β, usually take the middle value of 0° to β.

[0046] In the process of aircraft design, the two connection hanging points of the main parachute rope 102 of the recovery parachute on the fuselage 3, the hanging point A away from the air intake lip assembly 1 and the hanging point B close to the air intake lip assembly 1, and the center of gravity G of the aircraft need to be determined in priority. The intersection point of the bottom of the main parachute rope 102 is marked as C, and the intersection point of the connection line between the main parachute rope 102 and the center of gravity G and the upper skin of the fuselage 3 is E. The lengths CA of the first branch 103 and CB of the second branch 104 need to satisfy the following relationship:

[0047]

[0048] ;

[0049] Wherein, since the angle α is small (usually 3°-4°), AE and BE can be approximately the distances from the hanging points A and B to the projection of the center of gravity G on the longitudinal axis of the fuselage 3. The length of CE can be calculated by CG-GE, and GE can be approximately taken as the vertical distance from the center of gravity G to the upper skin of the fuselage 3.

[0050] By determining the lengths of the first branch 103 and the second branch 104 in the above manner, it can be ensured that the aircraft lands with the main parachute rope 102 passing through the center of gravity G and at a predetermined landing attitude angle α during stable descent, so that the air intake lip assembly 1 contacts the ground in priority and plays a buffering role efficiently, thereby effectively protecting other parts of the aircraft from impact damage.

[0051] In the embodiment of the present application, the air intake lip assembly 1 comprises a first outer skin 11, a second outer skin 12 and an inner skin 13. The second outer skin 12 is arranged above the first outer skin 11. The inner skin 13 is arranged on the inner side of the first outer skin 11 and communicates with the air intake body inside the fuselage 3. The lower edge position of the first outer skin 11 is lower than the lower skin of the fuselage 3 belly. The outer wall of the energy-absorbing support assembly 2 is detachably connected to the inner wall of the second outer skin 12, and the bottom abuts against the top of the inner skin 13.​​

[0052] It should be noted that the first outer skin 11 and the second outer skin 12 jointly constitute the external aerodynamic shape of the air inlet, which is smoothly connected with the skin of the fuselage 3, ensuring good fairing effect and aerodynamic performance in the flight stage; the inner skin 13 serves as the internal profile of the air inlet, which directly communicates with the main body of the air inlet, ensuring the air intake efficiency and flow field quality of the engine; the lower edge of the first outer skin 11 is lower than the lower skin of the belly of the fuselage 3, so that it can be the first to touch the ground during landing, and absorb the initial first impact energy through its deformation or destruction, thereby achieving the preliminary protection of the main body of the fuselage 3. The outer wall of the energy-absorbing support assembly 2 is detachably connected with the inner wall of the second outer skin 12, and the bottom thereof abuts against the top of the inner skin 13, forming a mechanical connection and energy transmission path from the outside to the inside; the first impact energy is transmitted from the first outer skin 11 to the energy-absorbing support assembly 2 through the second outer skin 12, effectively avoiding stress concentration, achieving step-by-step dissipation of the first impact energy, and improving the controllable destructiveness and energy absorption capacity of the structure. The structure serves as a functional air inlet lip during the flight stage, maintaining the original aerodynamic characteristics; during landing, it serves as a high-efficiency energy-absorbing component, achieving "one thing with multiple uses", saving additional buffer devices, and reducing cost and system complexity.

[0053] In the embodiment of the present application, the energy-absorbing support assembly 2 includes a support seat 21 and an energy-absorbing support 22. The outer wall of the support seat 21 is detachably connected to the inner wall of the second outer skin 12, and the bottom thereof abuts against the top of the inner skin 13. The energy-absorbing support 22 is connected to the bottom of the mounting base 7 and fixedly connected to the inside of the support seat 21.

[0054] In the embodiment of the present application, the outer contour of the support seat 21 corresponds to the outer contour of the second outer skin 12. This structure enables the support seat 21 to closely fit the air inlet lip assembly 1, not only ensuring the integrity of the aerodynamic shape and the structural stability in the flight stage, but also ensuring that the impact load can be efficiently and uniformly transmitted to the entire energy-absorbing support assembly 2 from the second outer skin 12 during landing buffering, so as to fully exert the deformation and destruction energy-absorbing effect of the second energy-absorbing material, effectively avoid stress concentration, and improve the energy absorption efficiency and buffering reliability.

[0055] In the embodiment of the present application, the energy-absorbing support 22 is provided with a bending deformation zone in the region between the mounting base 7 and the support seat 21.

[0056] In one embodiment of the present application, the energy-absorbing support 22 adopts an arch-shaped structure, and the two side legs of the open end thereof are fixedly connected to the bottom of the mounting base 7. In terms of material configuration, the first outer skin 11, the second outer skin 12 and the inner skin 13 all adopt the first energy-absorbing material, while the energy-absorbing support 22 adopts the second energy-absorbing material, which jointly constitute a graded energy-absorbing system.

[0057] The design of the arch structure fully utilizes the deformation characteristics of the second energy-absorbing material, and has excellent elastic and plastic deformation capabilities. The bending shape not only adapts to the compact layout constraint of the aircraft, but also effectively prolongs the actual energy-absorbing path under the impact load, thereby improving the energy-absorbing capacity of the single body.

[0058] During the landing buffering process, the energy-absorbing support 22 of the arch structure absorbs and dissipates the second impact energy from the air inlet lip assembly 1 through its ordered and controllable crushing deformation, converts the concentrated dynamic load into the deformation work of the material. This process optimizes the transmission and distribution of impact energy among the components. In addition, the structure is compact and reasonable, making full use of the original idle space on the side of the air inlet, and realizing the maximization of energy-absorbing efficiency without additional structural envelope. At the same time, the arch structure helps to uniformly disperse and transmit the remaining third impact energy to the mounting base 7, avoiding local stress concentration, forming a good synergy with the energy-absorbing process of the air inlet lip assembly 1, and jointly ensuring the stability and controllability of the entire buffering process, reducing the damage risk of the aircraft main structure and internal equipment under the landing impact.

[0059] In the embodiment of the present application, the first mounting frame 5 and the second mounting frame 6 are arranged in the fuselage 3 along the axial direction. The air inlet lip assembly 1 is detachably connected to the first mounting frame 5 of the fuselage 3. The two ends of the mounting base 7 are respectively connected to the first mounting frame 5 of the fuselage 3 and the second mounting frame 6 of the fuselage 3. The energy-absorbing support assembly 2 is located between the first mounting frame 5 and the second mounting frame 6. The mounting base 7 transmits the remaining impact energy to the first mounting frame 5 and the second mounting frame 6.

[0060] The present application makes full use of the original main load-bearing frame structure of the fuselage 3, realizes the rapid diffusion and effective sharing of the remaining impact energy between the first mounting frame 5 and the second mounting frame 6, avoids stress concentration, and improves the stability and anti-overload capability of the fuselage 3 under the landing impact.

[0061] In the embodiment of the present application, the air inlet lip assembly 1 is connected to the first mounting frame 5 of the fuselage 3 through the connecting ear 8.

[0062] The present application reliably fixes the air inlet lip assembly 1, the support seat 21 and the connecting ear 8 in sequence through the fastener 101; the modular mechanical connection method facilitates the quick disassembly and maintenance of the buffering device, effectively reducing the later maintenance cost and time.

[0063] In the embodiment of the present application, the first energy-absorbing material and the second energy-absorbing material are both high polymer foam materials or honeycomb structure materials. And / or the outer part of the first energy-absorbing material and the second energy-absorbing material is covered with a reinforcing wrapping layer 10.

[0064] In the embodiments of the present application, the high polymer foam material is polystyrene semi-rigid foam or polypropylene foam.

[0065] In the embodiments of the present application, the reinforced wrapping layer 10 is glass cloth.

[0066] Specifically, in the landing cushioning stage, when the aircraft lands at a predetermined landing attitude angle a, the lower edge of the air inlet lip assembly 1 first contacts the ground. Under the action of the impact load, the air inlet lip assembly 1 deforms, and the first energy-absorbing material filled therein begins to play a role by deforming itself to absorb the first impact energy. At the same time, the second impact energy transmitted by the first impact energy is transmitted to the energy-absorbing bracket 22 through the support seat 21. The energy-absorbing bracket 22 as a second energy-absorbing link further absorbs and dissipates part of the impact energy, and then transmits the remaining third impact energy to the mounting base 7. The mounting base 7 then evenly distributes the remaining impact energy to the first mounting frame 5 and the second mounting frame 6 of the fuselage 3, realizing effective diffusion of the early landing energy of the aircraft. As the impact load continues to increase, excessive impact energy will cause the glass cloth to break, at which time the remaining impact energy will be transmitted to the polystyrene semi-rigid foam 9. This material, with its low density and high energy-absorbing efficiency, further absorbs and dissipates energy by crushing and breaking itself under the action of impact energy, effectively preventing the transmission of impact energy to the main structure of the fuselage 3, thereby achieving the purpose of protecting the integrity of the aircraft body structure.

[0067] It should be noted that the air inlet lip assembly 1 and the energy-absorbing bracket 22 are designed as consumable parts, which are designed to absorb impact energy through controllable deformation or destruction. Therefore, the air inlet lip assembly 1 and the energy-absorbing bracket 22 are made of low-cost materials and are designed as quick-release mounting structures, which not only reduces the manufacturing cost, but also facilitates quick replacement after recycling.

[0068] Each embodiment in the present specification is described in a progressive manner, and the same or similar parts between each embodiment can be referred to each other, and each embodiment mainly describes the difference from other embodiments.

[0069] The above embodiments are only used to illustrate the technical solutions of the present application, and are not limited to the present application; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the present application.

Claims

1. An air intake landing bumper for aircraft parachute recovery, characterized by, The application relates to an air intake lip assembly (1) made of a first energy-absorbing material and detachably connected to the belly of an aircraft fuselage (3) and in communication with an air intake body inside the fuselage (3), wherein the lower edge of the air intake lip assembly (1) is lower than the lower skin of the belly of the fuselage (3) and is configured to be in contact with the ground before other parts of the fuselage (3) when the aircraft lands at a predetermined landing attitude angle; an energy-absorbing support assembly (2) made of a second energy-absorbing material and detachably connected between the air intake lip assembly (1) and a mounting base (7) inside the fuselage (3), wherein the energy-absorbing support assembly (2) is configured to absorb the second impact energy transmitted by the first impact energy and transmit the remaining third impact energy to the mounting base (7). The first branch (103) of the main parachute rope (102) of the recovery parachute is connected to a hanging point on the fuselage (3) away from the air intake lip assembly (1), and the length of the first branch (103) is greater than the length of the second branch (104) connected to a hanging point on the fuselage (3) close to the air intake lip assembly (1), so that the predetermined landing attitude angle is achieved, the nose (4) of the aircraft is kept inclined downward during parachute recovery, and the end of the air intake lip assembly (1) away from the nose (4) is ensured to be in contact with the ground before other parts of the fuselage (3). The predetermined landing attitude angle is determined by the following method: determining the vertical distance between the lower edge of the air intake lip assembly (1) and the lower skin of the belly of the fuselage (3) and the axial distance between the lower edge of the air intake lip assembly (1) and the intersection point of the tangent line to the nose (4) direction; calculating the maximum allowed landing attitude angle according to the vertical distance and the axial distance; and selecting the predetermined landing attitude angle in the range greater than 0 and less than the maximum allowed landing attitude angle.

2. The inlet fairing landing bumper for aircraft para-recovery according to claim 1, wherein, The air intake lip assembly (1) comprises a first outer skin (11), a second outer skin (12) and an inner skin (13).

3. An air-intake landing bumper for para-recovery of an aircraft as recited in claim 2, wherein, The second outer skin (12) is arranged above the first outer skin (11). The inner skin (13) is arranged inside the first outer skin (11) and in communication with the air intake body inside the fuselage (3). The lower edge of the first outer skin (11) is lower than the lower skin of the belly of the fuselage (3). The outer wall of the energy-absorbing support assembly (2) is detachably connected to the inner wall of the second outer skin (12), and the bottom is in abutment with the top of the inner skin (13).

4. The inlet fairing landing bumper for aircraft para-recovery according to claim 1, wherein, The energy-absorbing support assembly (2) comprises a support seat (21) and an energy-absorbing support (22). The outer wall of the support seat (21) is detachably connected to the inner wall of the second outer skin (12), and the bottom is in abutment with the top of the inner skin (13). The energy-absorbing support (22) is connected to the bottom of the mounting base (7) and fixedly connected to the inside of the support seat (21). The outer contour of the support seat (21) corresponds to the outer contour of the second outer skin (12). ​ 5. An air-intake landing bumper for para-recovery of an aircraft as recited in claim 4, wherein, ​ ​ ​ 6. The inlet lip landing gear for parachute recovery of an aircraft according to claim 5, wherein, ​ 7. An air-intake landing bumper apparatus for para-recovery of an aircraft as recited in claim 5, wherein, The energy-absorbing support (22) is provided with a bending deformation zone in the region between the mounting base (7) and the support seat (21).

8. The inlet lip landing gear buffer apparatus for aircraft para-recovery of claim 1, wherein, The fuselage (3) is provided with a first mounting frame (5) and a second mounting frame (6) along the axial direction thereof; The air inlet lip assembly (1) is detachably connected to the first mounting frame (5) of the fuselage (3). The two ends of the mounting base (7) are respectively connected to the first mounting frame (5) of the fuselage (3) and the second mounting frame (6) of the fuselage (3). The energy-absorbing support assembly (2) is located between the first mounting frame (5) and the second mounting frame (6). The mounting base (7) transmits the third impact energy to the first mounting frame (5) and the second mounting frame (6).

9. An air-intake landing bumper for parachute recovery of an aircraft as defined in claim 8, wherein, The air inlet lip assembly (1) is connected to the first mounting frame (5) of the fuselage (3) through the connecting ear (8).

10. The inlet fairing landing bumper apparatus for aircraft para-recovery of claim 1, wherein, The first energy-absorbing material and the second energy-absorbing material are both high polymer foam materials or honeycomb structure materials. And / or the first energy-absorbing material and the second energy-absorbing material are both wrapped with a reinforcing wrapping layer (10).

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