Damping structure and method based on non-Newtonian mechanics and electromagnetic damping effect

Abstract

The invention belongs to the technical field of aircraft structure design, and discloses a shock absorption structure and method based on non-Newtonian mechanics and electromagnetic damping effect, and the shock absorption structure comprises a shock absorption base which adopts sleeve structure design, a vertical shock absorption sleeve is arranged at the center of the bottom surface of the shock absorption base, and two symmetrical wall surface clamping grooves are formed in the side wall of the shock absorption base; the damping base is sleeved with the damping main body, the damping main body comprises a damping center supporting column, a damping connecting rod and a damping supporting arm assembly, the damping center supporting column and the damping connecting rod are coaxially arranged and right face the damping sleeve, the damping connecting rod is sleeved with a spring, one end of the spring abuts against the damping center supporting column, and the other end of the spring abuts against the upper end face of the damping sleeve; the damping sleeve is sleeved with a coil, the damping connecting rod is provided with a powerful magnet, in the damping process, the damping connecting rod goes deep into the damping sleeve, and the damping supporting arm assembly is clamped into the wall face clamping groove. The problem that a traditional oil-gas type buffer is poor in environmental adaptability is solved, and the oil-gas type buffer is not affected by temperature changes, is suitable for landing requirements in various environments and is excellent in stability.

Description

Technical Field

[0001] This invention belongs to the field of aircraft structural design technology, specifically relating to a landing gear damping device and method based on non-Newtonian metamaterials and electromagnetic damping effects. Background Technology

[0002] Landing gear is a crucial structure that supports aircraft (such as helicopters and fixed-wing aircraft) in safely completing takeoff, landing, taxiing, and various ground operations. Especially under the enormous impact loads caused by landing, how to effectively mitigate the impact, dissipate energy, and improve the landing safety factor is a key technical challenge for landing gear systems.

[0003] To address the aforementioned issues, current measures involve installing hydraulic-pneumatic dampers in the landing gear system to absorb the impact energy generated by vertical velocities, preventing ground impact loads from being transmitted to the airframe and protecting the airframe structure from damage due to overload or resonance. However, during flight missions, the total load on an aircraft can vary significantly, resulting in substantial differences in the external impact velocities experienced by the landing gear upon landing at different weights, thus varying the cushioning requirements. Statistics show that over 65% of aircraft safety issues are related to landing gear structural design. This means that the current hydraulic-pneumatic dampers used in landing gear structures are insufficient to meet the cushioning and shock absorption requirements under different environments and landing accelerations, easily leading to hard landings or overly stiff cushioning issues and landing gear damage. The resulting landing gear replacement costs undoubtedly exacerbate the aircraft's routine maintenance costs. Therefore, optimizing the design of landing gear cushioning devices is urgently needed.

[0004] Mechanical metamaterials are a class of materials / structures constructed from artificial microstructure units, capable of exhibiting extraordinary mechanical behaviors not found in natural materials, such as negative Poisson's ratio. Non-Newtonian fluids, on the other hand, are characterized by viscosity changes dependent on stress and acceleration, exhibiting increased strength under stress. Non-Newtonian mechanical metamaterials designed to mimic this property can produce different mechanical responses (such as stiffness changes) based on stress and acceleration values. Applying this metamaterial structure, combined with electromagnetic damping effects, to aircraft landing gear systems, replacing traditional hydraulic-pneumatic buffers, can achieve variable stiffness and damping during landing under different conditions, improving energy absorption and shock absorption capabilities, avoiding hard landings or excessively stiff buffers, and significantly reducing the time and economic costs required for aircraft maintenance.

[0005] The authorized invention patent "An Ultralight Aircraft Landing Gear Buffer" (CN202222588206) provides a hydraulic buffer that is free from wear by dust and other impurities. However, this landing gear buffer uses oil as the buffering medium, which makes the sealing design of the oil pipeline difficult and the subsequent maintenance complicated. Large changes in the ambient temperature will cause its performance to degrade.

[0006] The authorized invention patent "A Helicopter Landing Gear Buffer" (CN202111381976) provides an oil-gas type buffer that can improve the efficiency of impact energy absorption and control peak load. However, it is difficult to automatically adjust the stiffness and buffering effect for different landing speeds. It is prone to causing the buffer to be too stiff when landing with light weight, which poses a safety hazard.

[0007] The authorized invention patent "A Helicopter Landing Gear Buffer" (CN202221817465) provides a buffer that uses the elastic deformation of rubber to absorb and buffer impact energy. Although it does not use oil, gas or other buffering media, has a simple structure and is easy to maintain, it does not have multiple mechanical response mechanisms and cannot respond differently to different landing speeds and impact energies, resulting in low flexibility of use. Summary of the Invention

[0008] This invention provides a landing gear damping structure based on non-Newtonian metamaterials and electromagnetic damping effects. Its effective stiffness and damping can automatically respond to changes in external impact acceleration, meeting the buffering and damping requirements of the landing gear system and overcoming the prominent problems of traditional oil-gas dampers. (1) Traditional oil-gas buffers are difficult to meet the buffering requirements under different landing accelerations. If the buffer focuses on the buffering requirements under large impact acceleration, it is easy to cause the problem of excessive buffering when landing at small acceleration; otherwise, it is easy to cause heavy landing and induce safety accidents.

[0009] (2) Traditional oil-gas buffers have a complex internal structure, which requires design consideration of oil pipelines and sealing issues. The design is difficult, the maintenance is complicated, and the system has low redundancy. It is easy for a single point of failure to cause the overall system failure, resulting in poor safety.

[0010] (3) The reliability of traditional oil-gas type buffers is difficult to guarantee. The oil return speed will have a significant impact on the performance of the damper. When the oil returns too quickly, the aircraft will lift up rapidly, or even the tires will leave the ground. When the oil returns too slowly, the landing gear struts will not be able to return to their original balance position quickly, and will not be able to provide sufficient damping, thus increasing the aircraft's taxiing overload.

[0011] (4) Traditional oil-gas type buffers have poor environmental adaptability. Their inflation pressure is sensitive to temperature changes. As the temperature rises, the stiffness of the air spring inside the buffer increases while the oil damping force decreases. The ground vertical load of the landing gear system increases and the efficiency coefficient of the buffer system decreases. Temperature has a significant impact on the performance of oil-gas type landing gear buffers.

[0012] The technical solution of this invention is implemented as follows: In a first aspect, the present invention provides a vibration damping structure based on non-Newtonian mechanics and electromagnetic damping effects, comprising: The shock-absorbing base adopts a sleeve structure design, with a vertical shock-absorbing sleeve at the center of the bottom surface and two symmetrical wall grooves on the side wall. The shock absorber body, which is fitted onto the shock absorber base, includes a shock absorber center support, a shock absorber connecting rod, and a shock absorber arm assembly. The shock absorber center support and the shock absorber connecting rod are coaxially arranged and face the shock absorber sleeve. A spring is fitted on the shock absorber connecting rod, with one end of the spring abutting against the shock absorber center support and the other end abutting against the upper end face of the shock absorber sleeve. A coil is fitted on the shock absorber sleeve, and a strong magnet is provided on the shock absorber connecting rod. During the shock absorption process, the shock absorber connecting rod penetrates into the shock absorber sleeve, and the shock absorber arm assembly is engaged with the wall groove.

[0013] As a further technical solution of the present invention: a landing gear shock absorption structure can be formed by combining multiple arrays of the aforementioned shock absorption structures.

[0014] As a further technical solution of the present invention: the shock-absorbing body also includes a shock-absorbing top cover, the shock-absorbing top cover and the shock-absorbing base are connected in a sleeve connection, and the shock-absorbing central support is connected to the center position of the bottom surface of the shock-absorbing top cover.

[0015] As a further technical solution of the present invention: a base spring is sleeved on the shock-absorbing connecting rod, and a strong magnet is embedded at the front end. The shock-absorbing connecting rod is directly opposite the shock-absorbing sleeve.

[0016] As a further technical solution of the present invention: the coverage area of ​​the coil is determined by the height from the bottom of the shock-absorbing sleeve to the location of the powerful magnet.

[0017] As a further technical solution of the present invention: the two shock-absorbing support arm assemblies are symmetrically hinged on both sides of the shock-absorbing center column, the lower end of the shock-absorbing support arm assembly is in a groove on the wall surface, and there is a gap between the two.

[0018] As a further technical solution of the present invention: the shock-absorbing outrigger assembly includes an outrigger connecting rod, an outrigger spring and an outrigger sleeve. The upper end of the outrigger connecting rod is hinged to the shock-absorbing center support column, and the lower end is connected to the outrigger sleeve to form a sleeve connection. An outrigger spring is provided between the two.

[0019] As a further technical solution of the present invention: the upper end of the support arm connecting rod is connected to the side of the shock-absorbing center column through the support arm connection point. When subjected to impact, the shock-absorbing support arm assembly resonates and unfolds, and the front end is inserted into the wall groove.

[0020] Secondly, the present invention provides a vibration reduction method based on non-Newtonian mechanics and electromagnetic damping effect, which includes the following steps: When the impact acceleration of the landing gear is small, the load is transmitted along the direction of the shock absorber center support. The large spring in the base deforms, and the shock absorber structure is compressed. The effective stiffness of the shock absorber structure gradually increases with the degree of compression. At the same time, the shock absorber link moves downward, and the powerful magnet embedded in it cuts the magnetic field lines of the coil wound on the shock absorber sleeve. The magnetic field will dampen the downward movement of the shock absorber link, reducing the maximum displacement of the shock absorber link and the degree of vibration of the shock absorber structure. When the landing gear experiences a high impact acceleration, it will trigger resonance in the shock absorber arm assembly. Transient elastic waves propagate simultaneously along the shock absorber center support and the shock absorber arm assembly. Once the shock absorber arm assembly opens and engages with the wall groove, it immediately activates the self-locking mode and is fixed by the boundary. Both the arm spring and the base spring absorb impact energy through deformation. At this time, the overall effective stiffness of the shock absorber structure is positively correlated with the sum of the stiffness of the base spring and the arm spring. Meanwhile, the increased downward speed of the shock absorber linkage will subject it to greater electromagnetic damping, working together with the spring to achieve a buffering and shock absorption effect.

[0021] As a further technical solution of the present invention: when the impact acceleration of the landing gear is small, the shock absorber arm assembly does not get stuck in the wall groove and the arm spring does not undergo any elastic deformation.

[0022] Compared with the prior art, the beneficial effects of the present invention are as follows: (1) Traditional oil-gas type buffers have complex structures and require consideration of oil pipelines and sealing issues, making design difficult. This invention uses spring compression and electromagnetic damping to absorb energy. The structure is simple and easy to maintain. It also has multiple micro-unit arrays to ensure that local failures will not affect the overall function, effectively increasing the redundancy and reliability of the buffer.

[0023] (2) The return flow rate of the oil in a traditional oil-gas damper has a significant impact on the damper's performance. If the return flow is too slow, the landing gear strut cannot quickly return to its original equilibrium position, failing to provide sufficient damping and increasing the aircraft's taxiing overload. This invention utilizes a rigid spring to store energy and uses an electromagnetic damping unit instead of a viscous damping unit. After the impact, it can quickly return to its initial state and repeat the buffering action, flexibly realizing variable stiffness and variable damping when the aircraft lands at different accelerations. In addition, the elimination of the viscous oil damping unit contributes to the lightweight and low-cost manufacturing of the landing gear structure.

[0024] (3) Traditional oil-gas buffers have poor environmental adaptability and their inflation pressure is sensitive to temperature changes. The present invention has a simple structure, does not involve oil-gas filling materials, is not affected by temperature changes, is suitable for landing needs in various environments, and has excellent stability.

[0025] (4) The structure designed in this invention is an intelligent material that can sense the external loading speed and change its own mechanical response accordingly. It does not require the installation of additional speed sensors, which can reduce the complexity and weight of the entire system, improve the reliability of the system, and help reduce the weight of the aircraft structure. In addition, relying on the rapid deformation of the main spring and the sub-spring and the rapid response of the electromagnetic damping effect, this structure has the ability to continuously withstand impacts and has a long service life.

[0026] In summary, compared with traditional oil-gas dampers, the landing gear damping structure based on non-Newtonian mechanical metamaterials and electromagnetic damping effects can effectively mitigate the landing impact energy of aircraft under different environments and speeds, significantly improve damping performance, and has a simple structure and is easy to maintain. It is conducive to lightweight landing gear and low-cost design and manufacturing, and has broad application prospects.

[0027] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the installation location and structure of a landing gear damping system based on non-Newtonian mechanics metamaterials and electromagnetic damping effects.

[0029] Figure 2 This is a schematic diagram of a landing gear damping structure based on non-Newtonian mechanical metamaterials and electromagnetic damping effects.

[0030] The following are the labels in the attached diagram: 1. Shock-absorbing base; 2. Base spring; 3. Shock-absorbing sleeve; 4. Shock-absorbing connecting rod; 5. Shock-absorbing center support; 6. Wall groove; 7. Support arm sleeve; 8. Support arm spring; 9. Support arm connecting rod; 10. Shock-absorbing top cover; 11. Support arm connection point; 12. Powerful magnet; 13. Coil. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of the embodiments of this invention will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some embodiments of this invention, but not all embodiments.

[0032] The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the invention, and should not be construed as limiting the invention.

[0033] Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this invention.

[0034] The following is in conjunction with the appendix Figure 1-2The embodiments of the present invention will be described in detail below.

[0035] Example 1 This invention provides a vibration damping structure based on non-Newtonian mechanics and electromagnetic damping effects, comprising: The shock-absorbing base 1 adopts a sleeve structure design, with a vertical shock-absorbing sleeve 3 at the center of the bottom surface and two symmetrical wall grooves 6 on the side wall. The shock absorber body, which is fitted onto the shock absorber base 1, includes a shock absorber center support column 5, a shock absorber connecting rod 4, and a shock absorber arm assembly. The shock absorber center support column 5 and the shock absorber connecting rod 4 are coaxially arranged and face the shock absorber sleeve 3. A spring is fitted on the shock absorber connecting rod 4, with one end of the spring abutting against the shock absorber center support column 5 and the other end abutting against the upper end face of the shock absorber sleeve 3. A coil 13 is fitted on the shock absorber sleeve 3, and a strong magnet 12 is provided on the shock absorber connecting rod 4. During the shock absorption process, the shock absorber connecting rod 4 penetrates into the shock absorber sleeve 3, and the shock absorber arm assembly is engaged in the wall groove 6.

[0036] Furthermore, a landing gear damping structure can be formed by combining multiple arrays of the aforementioned damping structures.

[0037] Furthermore, the shock-absorbing body also includes a shock-absorbing upper cover 10, which is sleeve-connected to the shock-absorbing base 1, and the shock-absorbing central support 5 is connected to the center of the bottom surface of the shock-absorbing upper cover 10.

[0038] Furthermore, a base spring 2 is fitted on the shock-absorbing link 4, and a powerful magnet 12 is embedded at the front end. The shock-absorbing link 4 is directly opposite the shock-absorbing sleeve 3.

[0039] Furthermore, the coverage area of ​​the coil 13 is determined by the height from the bottom of the shock-absorbing sleeve 3 to the location of the powerful magnet 12.

[0040] Furthermore, the two shock-absorbing support arm assemblies are symmetrically hinged on both sides of the shock-absorbing center support column 5, and the lower end of the shock-absorbing support arm assembly is aligned with the wall groove 6, with a gap between them.

[0041] Furthermore, the shock-absorbing outrigger assembly includes an outrigger link 9, an outrigger spring 8, and an outrigger sleeve 7. The upper end of the outrigger link 9 is hinged to the shock-absorbing center support column 5, and the lower end is sleeved with the outrigger sleeve 7. The outrigger spring 8 is provided between the two.

[0042] Furthermore, the upper end of the support arm link 9 is connected to the side of the shock-absorbing center support column 5 through the support arm connection point 11. When subjected to impact, the shock-absorbing support arm assembly resonates and unfolds, and the front end is inserted into the wall groove 6.

[0043] This invention provides a vibration reduction method based on non-Newtonian mechanics and electromagnetic damping effect, which includes the following steps: When the impact acceleration of the landing gear is small, the load is transmitted along the direction of the shock absorber center support. The large spring in the base deforms, and the shock absorber structure is compressed. The effective stiffness of the shock absorber structure gradually increases with the degree of compression. At the same time, the shock absorber link moves downward, and the powerful magnet embedded in it cuts the magnetic field lines of the coil wound on the shock absorber sleeve. The magnetic field will dampen the downward movement of the shock absorber link, reducing the maximum displacement of the shock absorber link and the degree of vibration of the shock absorber structure. When the landing gear experiences a high impact acceleration, it will trigger resonance in the shock absorber arm assembly. Transient elastic waves propagate simultaneously along the shock absorber center support and the shock absorber arm assembly. Once the shock absorber arm assembly opens and engages with the wall groove, it immediately activates the self-locking mode and is fixed by the boundary. Both the arm spring and the base spring absorb impact energy through deformation. At this time, the overall effective stiffness of the shock absorber structure is positively correlated with the sum of the stiffness of the base spring and the arm spring. Meanwhile, the increased downward speed of the shock absorber linkage will subject it to greater electromagnetic damping, working together with the spring to achieve a buffering and shock absorption effect.

[0044] Furthermore, when the impact acceleration experienced by the landing gear is relatively small, the shock absorber arm assembly does not engage with the wall groove, and the arm spring does not undergo any elastic deformation.

[0045] Working principle: When the impact acceleration on the landing gear is relatively small, the load is transmitted along the direction of the shock-absorbing center support 5. The large spring 2 at the base of the support deforms, and the metamaterial structure is compressed. At this time, the overall effective stiffness of the metamaterial structure is directly related to the stiffness of the large spring 2. According to Hooke's Law, the reaction force provided by the spring is directly proportional to its deformation, that is, the reaction force increases linearly. Therefore, the effective stiffness of the metamaterial structure gradually increases with the degree of compression. At the same time, when the shock-absorbing link 4 moves downward, the powerful magnet 12 embedded in it cuts the magnetic field lines of the coil 13 wound on the sleeve. Based on Lenz's law, the magnetic field will dampen the downward movement of the shock-absorbing link 4, reducing the maximum displacement of the link and the degree of vibration of the structure. It is worth noting that in this case, the support arm does not engage with the wall groove 6, and the support arm spring 8 does not undergo any elastic deformation.

[0046] When the landing gear experiences high impact acceleration, it triggers outrigger resonance. Transient elastic waves propagate simultaneously along the damping center support 5 and the outrigger, causing longitudinal compression of the support and lateral elongation of the outrigger. Once the outrigger structure opens and engages with the wall groove 6, it immediately enters a self-locking mode and is fixed by the boundary. Both the outrigger spring 8 and the base spring 2 absorb impact energy through deformation. At this point, the overall effective stiffness of the metamaterial structure is directly proportional to the sum of the stiffnesses of the base spring 2 and the outrigger spring 8. Based on Hooke's Law, the reaction force increases with the degree of spring deformation, and the effective stiffness of the metamaterial structure increases sharply with the compression of the two types of springs. Notably, the increase in the overall stiffness of the metamaterial structure increases its resonant frequency, causing the structure to immediately escape the resonant state and preventing damage to the landing gear structure due to severe resonance. Furthermore, the increased downward speed of the damping linkage 4 causes it to experience greater electromagnetic damping, working together with the springs to provide a buffering and shock-absorbing effect. Once the external impact ends, the spring compression of the support arm gradually returns to normal, and the support arm falls out of the wall groove 6 and returns to the vertical position. The large spring 2 of the base returns to its initial state simultaneously, waiting for the next impact.

[0047] This demonstrates that as the impact acceleration increases, the energy absorption mechanism of the metamaterial increases. Specifically, the elastic deformation of both the central base spring 2 and the support arm spring 8 jointly absorbs energy, and the electromagnetic damping force provided by coil 13 increases. The metamaterial as a whole exhibits characteristics of increased stiffness and damping, resulting in a significantly enhanced energy absorption and vibration reduction effect. This mechanical response of the metamaterial structure is highly dependent on the external loading velocity, exhibiting non-Newtonian characteristics.

[0048] Therefore, the innovative design of the landing gear damping structure based on non-Newtonian mechanical metamaterials and electromagnetic damping effect mainly absorbs impact loads and energy through the deformation of the solid spring structure and the electromagnetic damping effect, and plays different response mechanisms according to different impact accelerations. The structure is reliable and relatively easy to maintain.

[0049] It is worth noting that we can further improve the non-Newtonian response of metamaterial structures by increasing the number of support arms. For example, under the same external impact, doubling the number of support arms doubles the reaction force that the metamaterial structure can provide. Therefore, by increasing the number of support arms (including but not limited to doubling), the structural stiffness can be increased, giving the structure a stronger ability to buffer and absorb impact energy, making it suitable for landings of aircraft with greater acceleration and weight.

[0050] Example 2 This invention provides a landing gear damping structure based on non-Newtonian metamaterials and electromagnetic damping effects. Its overall structural schematic diagram and structural micro-unit composition are shown below. Figure 1As shown, the landing gear shock absorption structure consists of a shock absorption base 1, a base large spring 2, a shock absorption sleeve 3, a shock absorption connecting rod 4, a shock absorption center support 5, a wall groove 6, a support arm sleeve 7, a support arm spring 8, a support arm connecting rod 9, a shock absorption top cover 10, a support arm connection point 11, a powerful magnet 12, and a coil 13, wherein: The shock-absorbing center support column 5 is divided into two parts: the upper part of the support column and the lower part of the support column. The upper part has two support arm connection points 11 symmetrically distributed, and the lower part is the shock-absorbing connecting rod 4. The bottom of the shock-absorbing connecting rod 4 is inlaid with a strong magnet 12, and the surface is nested with a base spring 2. The top of the shock-absorbing center support column 5 is connected to the shock-absorbing upper cover 10, and the bottom is nested inside the shock-absorbing sleeve 3; The surface of the shock-absorbing sleeve 3 is wound with a coil 13, and the area covered by the coil 13 extends from the bottom of the shock-absorbing sleeve 3 to the height of the strong magnet 12. The support arm consists of a support arm connecting rod 9, a support arm spring 8 and a support arm sleeve 7. The top of the support arm is connected to the shock absorption center support column 5 through a connection point 11, and the middle part of the support arm is a spring structure. The shock-absorbing top cover 10 and the shock-absorbing connecting rod 4 can move in the vertical direction, the shock-absorbing support arm can rotate around the connection point 11, and the support arm sleeve 7 can move along the support arm connecting rod 9. The shock-absorbing base has a wall groove 6 inside, and there is a gap between the groove and the end of the support arm.

[0051] The specific workflow of the landing gear damping structure based on non-Newtonian metamaterials and electromagnetic damping effects is as follows: An external load is applied to the aircraft landing gear damping structure at a loading speed of 0.2 m / s. Figure 2 (a) The load is transmitted along the direction of the damping center support 5. The large spring 2 at the base of the support deforms, and the metamaterial structure is compressed. At this time, the overall effective stiffness of the metamaterial structure is positively correlated with the stiffness of the large spring 2. According to Hooke's Law, the reaction force provided by the spring is proportional to its deformation, that is, the reaction force increases linearly. Therefore, the effective stiffness of the metamaterial structure gradually increases with the degree of compression. At the same time, when the damping linkage 4 moves downward, the strong magnet 12 embedded on it cuts the magnetic field lines of the coil 13 wound on the sleeve. Based on Lenz's law, the magnetic field will dampen the downward movement of the damping linkage 4, reducing the maximum displacement of the linkage and the degree of vibration of the structure. As the externally applied impact energy is gradually consumed, the loading speed slows down and eventually decreases to 0 m / s, and the impact terminates.

[0052] An external load is applied to the aircraft landing gear damping structure at a loading speed of 2 m / s. Figure 2(b) The higher impact frequency triggers resonance in the support arm structure. Transient elastic waves propagate simultaneously along the damping center column 5 and the support arm, causing longitudinal compression of the column and lateral elongation of the support arm. Once the support arm structure opens and engages with the wall groove 6, it immediately enters a self-locking mode and is fixed by the boundary. Both the support arm spring 8 and the base spring 2 absorb impact energy through deformation. At this point, the overall effective stiffness of the metamaterial structure is positively correlated with the sum of the stiffnesses of the base spring 2 and the support arm spring 8. Based on Hooke's Law, the reaction force increases with the degree of spring deformation, and the effective stiffness of the metamaterial structure increases sharply with the compression of the two types of springs. In addition, the increased downward speed of the damping linkage 4 causes it to experience greater electromagnetic damping, which, together with the spring, provides a buffering and damping effect. The impact energy is significantly dissipated, the loading speed rapidly decreases to 0 m / s, and the impact terminates.

[0053] Therefore, for different external impact velocities, the landing gear damping structure based on non-Newtonian mechanical metamaterials and electromagnetic damping effects can respond to different energy absorption mechanisms and effectively play a buffering and damping function. Moreover, its optimized structural design can effectively avoid the limitations of traditional oil-gas damping buffers, and has great application potential.

[0054] Thus, the objective of this invention has been achieved.

[0055] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A shock-absorbing structure based on non-Newtonian mechanics and electromagnetic damping effect, characterized in that, It comprises: a shock-absorbing base with a sleeve structure, which is provided with a vertical shock-absorbing sleeve in the center of the bottom surface and two symmetrical wall clamping grooves on the side wall; a shock-absorbing main body, which is sleeved on the shock-absorbing base and comprises a shock-absorbing central pillar, a shock-absorbing connecting rod and a shock-absorbing arm assembly, the shock-absorbing central pillar and the shock-absorbing connecting rod are coaxially arranged and opposite to the shock-absorbing sleeve, a spring is sleeved on the shock-absorbing connecting rod, one end of the spring abuts against the shock-absorbing central pillar and the other end abuts against the upper end surface of the shock-absorbing sleeve, a coil is sleeved on the shock-absorbing sleeve, a strong magnet is arranged on the shock-absorbing connecting rod, and in the process of shock absorption, the shock-absorbing connecting rod penetrates into the shock-absorbing sleeve and the shock-absorbing arm assembly is clamped into the wall clamping groove.

2. A shock-absorbing structure based on non-Newtonian mechanics and electromagnetic damping effect according to claim 1, characterized in that, The landing gear shock-absorbing structure is composed of a plurality of the shock-absorbing structures.

3. A shock-absorbing structure based on non-Newtonian mechanics and electromagnetic damping effect according to claim 1, characterized in that, The shock-absorbing main body further comprises a shock-absorbing upper cover, which is in sleeve connection with the shock-absorbing base, and the shock-absorbing central pillar is connected to the center of the bottom surface of the shock-absorbing upper cover.

4. The shock-absorbing structure based on non-Newtonian mechanics and electromagnetic damping effect according to claim 1, characterized in that, A base spring is sleeved on the shock-absorbing connecting rod, and a strong magnet is embedded at the front end of the shock-absorbing connecting rod, and the shock-absorbing connecting rod is opposite to the shock-absorbing sleeve.

5. A shock-absorbing structure based on non-Newtonian mechanics and electromagnetic damping effect according to claim 4, characterized in that, The coverage area of the coil is determined by the height from the bottom end of the shock-absorbing sleeve to the strong magnet.

6. A shock-absorbing structure based on non-Newtonian mechanics and electromagnetic damping effect according to claim 1, characterized in that, Two shock-absorbing arm assemblies are symmetrically hinged on both sides of the shock-absorbing central pillar, the lower end of the shock-absorbing arm assembly is opposite to the wall clamping groove, and there is a gap between the two.

7. A shock-absorbing structure based on non-Newtonian mechanics and electromagnetic damping effect according to claim 6, characterized in that, The shock-absorbing arm assembly comprises an arm connecting rod, an arm spring and an arm sleeve, the upper end of the arm connecting rod is hinged on the shock-absorbing central pillar, the lower end of the arm connecting rod is in sleeve connection with the arm sleeve, and the arm spring is arranged between the arm connecting rod and the arm sleeve.

8. A shock-absorbing structure based on non-Newtonian mechanics and electromagnetic damping effect according to claim 7, characterized in that, The upper end of the arm connecting rod is connected to the side surface of the shock-absorbing central pillar through an arm connecting point, and when impacted, the shock-absorbing arm assembly resonates and expands, and the front end is clamped into the wall clamping groove.

9. A method of shock absorption based on non-Newtonian mechanics and electromagnetic damping effect, characterized by, The method comprises the following steps: When the impact acceleration of the landing gear is small, the load is transmitted along the direction of the shock-absorbing central pillar, the base spring is deformed, the shock-absorbing structure is compressed, and the effective stiffness of the shock-absorbing structure gradually increases with the increase of the compression degree; at the same time, the strong magnet embedded on the shock-absorbing connecting rod cuts the magnetic induction lines of the coil wound on the shock-absorbing sleeve, and the magnetic field plays a damping role on the downward movement of the shock-absorbing connecting rod, thereby reducing the maximum displacement of the shock-absorbing connecting rod and the vibration degree of the shock-absorbing structure; When the impact acceleration of the landing gear is high, the shock-absorbing arm assembly resonates, and the transient elastic wave propagates along the shock-absorbing central pillar and the shock-absorbing arm assembly at the same time, once the shock-absorbing arm assembly is opened and clamped into the wall clamping groove, the self-locking mode is immediately opened and the boundary is fixed, the arm spring and the base spring both play the role of absorbing impact energy through deformation, at this time, the effective stiffness of the whole shock-absorbing structure is positively correlated with the sum of the stiffness of the base spring and the arm spring, and at the same time, the increase of the downward movement speed of the shock-absorbing connecting rod will make it suffer greater electromagnetic damping, and the spring will play a buffering and shock-absorbing effect together.

10. A shock-absorbing method based on non-Newtonian mechanics and electromagnetic damping effect according to claim 9, characterized in that, When the impact acceleration of the landing gear is small, the shock-absorbing arm assembly is not clamped into the wall clamping groove, and the arm spring does not undergo any elastic deformation.

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