Unmanned helicopter landing buffer stabilizing device

Abstract

This invention provides a landing buffer and stabilization device for unmanned helicopters, relating to the field of aircraft technology. It includes a buffer body comprising an outer cylinder and a piston cylinder. The outer cylinder contains a partition and a plunger, forming a first air chamber between the plunger and the partition, and a second air chamber between the partition and the outer cylinder. The piston cylinder has a first obstruction and a second obstruction. When the buffer body is subjected to a strong landing impact, the piston cylinder approaches the outer cylinder, increasing the pressure in both the first and second air chambers. However, the first obstruction hinders the increase in pressure in the first air chamber, and the second obstruction hinders the increase in pressure in the second air chamber, resulting in a higher pressure in the first air chamber than in the second air chamber. This converts the pressure difference between the inner and outer sides of the outer cylinder caused by the piston cylinder approaching the outer cylinder into a pressure difference between the inner and outer sides of the partition, thus eliminating the need to increase the wall thickness of the outer cylinder and preventing problems such as deformation, bursting, and sealing leakage to a certain extent.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a landing buffer and stabilization device for unmanned helicopters. Background Technology

[0002] Landing safety is one of the core research directions in the aviation field. Landing gear, as a key load-bearing component for aircraft landing and ground taxiing, functions as an absorber of impact energy, a support for the airframe, and a means of ground maneuvering. Its cushioning performance directly affects flight safety and the operational stability of airborne equipment. Currently, aircraft landing gear is mainly divided into two types: skid-mounted and wheeled. Skid-mounted landing gear has a simple structure and light weight, making it suitable for soft landing scenarios such as snow and sand, and is mostly used in light aircraft and some unmanned helicopters. Wheeled landing gear is widely used in various fixed-wing aircraft and helicopters, generally using oil-gas dampers as the core buffer unit. These dampers use oil and nitrogen as the working medium, storing impact energy through gas compression and converting kinetic energy into heat energy dissipation through oil flowing through damping orifices, exhibiting excellent absorption efficiency for impacts and vibrations. To adapt to the landing requirements of complex terrains, adaptive landing gear technology has gradually developed, forming three technical paths: passive control, semi-active control, and active control. Semi-active control often achieves adaptive operation by adjusting the damper, and new controllable buffer devices such as magnetorheological dampers are also gradually being applied.

[0003] When subjected to strong landing impacts, the internal gas-liquid pressure of the oil-gas buffer increases significantly, which can easily lead to problems such as cylinder deformation, bursting, and seal leakage. At the same time, due to the overall weight constraints of the aircraft's landing system, these problems cannot be solved simply by increasing the buffer wall thickness to improve structural strength.

[0004] The information disclosed in the background section of this invention is intended only to enhance the understanding of the general background of this invention, and should not be construed as an admission or in any way implying that such information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] Therefore, it is necessary to provide a landing buffer and stabilization device for unmanned helicopters to address the problems existing in current oil and gas buffers.

[0006] The above objectives are achieved through the following technical solutions: A landing buffer stabilization device for unmanned helicopters includes a buffer body, the buffer body comprising: The outer cylinder has partitions and cylindrical plungers arranged sequentially from the outside to the inside. The plungers are connected to each other to form a first air chamber inside the plungers and between the plungers and the partitions. A second air chamber is formed between the partitions and the outer cylinder. The lower end of the plungers is provided with a main oil hole. A piston cylinder is slidably inserted into an outer cylinder, forming a main oil chamber inside the piston cylinder and a return oil chamber between the piston cylinder and the outer cylinder. The piston cylinder is provided with a first obstruction member and a second obstruction member. The first obstruction member is located between the partition cylinder and the plunger and connects the first air chamber and the return oil chamber. The second obstruction member is located between the partition cylinder and the outer cylinder and connects the second air chamber and the return oil chamber. The piston cylinder's proximity to the outer cylinder increases the pressure in both the first and second air chambers. The first obstruction member is used to prevent the pressure in the first air chamber from increasing, and the second obstruction member is used to prevent the pressure in the second air chamber from increasing, thus ensuring that the pressure in the first air chamber is higher than that in the second air chamber.

[0007] Furthermore, the piston cylinder and the plunger are radially spaced apart. The first and second obstructing members are both annular and located at the ends of the piston cylinder. The inner side of the first obstructing member is radially spaced apart from the plunger, and the outer side of the first obstructing member is radially spaced apart from the partition cylinder to form a first damping hole. The inner side of the second obstructing member is radially spaced apart from the partition cylinder to form a second damping hole, and the outer side of the second obstructing member is slidably connected to the outer cylinder.

[0008] Furthermore, the partition cylinder includes a first section close to the piston cylinder and a second section away from the piston cylinder in its axial direction, the radial thickness of the first section being less than the radial thickness of the second section; the piston cylinder has a compression stroke when it is close to the outer cylinder, when the compression stroke is less than or equal to a preset value, both the first and second obstructing members are located in the first section; when the compression stroke is greater than the preset value, both the first and second obstructing members are located in the second section.

[0009] Furthermore, the radial thickness of the partition cylinder is equal everywhere in the first section and the radial thickness of the partition cylinder is equal everywhere in the second section; the partition cylinder also includes a third section located between the first and second sections, and the radial thickness of the partition cylinder in the third section gradually increases from the first section to the second section.

[0010] Furthermore, the end of the partition cylinder away from the piston cylinder is provided with a base that is connected to the outer cylinder. The base is annular and its radial thickness is greater than the wall thickness of the outer cylinder.

[0011] Furthermore, the base is slidably connected to the outer cylinder along its axial direction, and a driving component is provided on the outer cylinder to drive the base to slide along the axial direction of the outer cylinder.

[0012] Furthermore, the drive unit includes an interconnected adjustment chamber and an interface. The adjustment chamber is formed between the outer cylinder and the base, and the interface is connected to an external pressure unit. The external power unit is used to provide a pressure medium to the adjustment chamber through the interface.

[0013] Furthermore, a connecting cylinder is provided outside the piston cylinder, and multiple connecting holes are provided on the connecting cylinder. The end of the connecting cylinder extends between the partition cylinder and the outer cylinder, and a second obstruction is provided at the end of the connecting cylinder.

[0014] Furthermore, the inner side of the first obstruction member is flush with the inner side of the piston cylinder, and the outer side of the first obstruction member protrudes from the outer side of the piston cylinder.

[0015] The present invention has at least the following beneficial effects: When the buffer body is subjected to a strong landing impact, the piston cylinder approaches the outer cylinder, which increases the pressure in both the first and second air chambers. However, the first obstruction prevents the pressure in the first air chamber from increasing, and the second obstruction prevents the pressure in the second air chamber from increasing. This results in the pressure in the first air chamber being higher than that in the second air chamber. The pressure difference between the inner and outer sides of the outer cylinder caused by the piston cylinder approaching the outer cylinder is converted into the pressure difference between the inner and outer sides of the partition cylinder. Therefore, there is no need to increase the wall thickness of the outer cylinder, which can avoid problems such as deformation, bursting, and sealing leakage to a certain extent. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the unmanned helicopter landing buffer stabilization device provided in an embodiment of the present invention; Figure 2 for Figure 1 The front view; Figure 3 for Figure 2 Top view; Figure 4 for Figure 3 Sectional view along axis AA; Figure 5 for Figure 4 A magnified view of a section at point B in the middle; Figure 6 for Figure 4 A schematic diagram showing the state of the piston cylinder when it is close to the outer cylinder; Figure 7 for Figure 6 A magnified view of a section at point C.

[0017] in: 100. Buffer body; 101. Outer cylinder; 102. Piston cylinder; 103. Divider cylinder; 104. Plunger; 105. First air chamber; 106. Second air chamber; 107. Main oil hole; 108. Main oil chamber; 109. Return oil chamber; 111. First obstruction element; 112. Second obstruction element; 113. First damping hole; 114. Second damping hole; 115. Connecting cylinder; 116. Connecting hole; 121. First section; 122. Second section; 123. Third section; 124. Base; 125. Adjustment chamber; 126. Interface; 201. Support rod; 202. Small actuator cylinder; 203. Rocker arm; 204. Support leg. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0019] The component designations used in this document, such as "first" and "second," are merely for distinguishing the described objects and do not have any sequential or technical meaning. The terms "connection" and "linkage" used in this invention, unless otherwise specified, include both direct and indirect connections (linkages). It should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are used only for the convenience of describing the invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the invention.

[0020] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0021] like Figures 1 to 7As shown, this embodiment of the invention provides a landing buffer stabilization device for unmanned helicopters (hereinafter referred to as the buffer stabilization device), including a buffer body 100. The buffer body 100 includes an outer cylinder 101 and a piston cylinder 102. Inside the outer cylinder 101, a partition cylinder 103 and a cylindrical plunger 104 are arranged sequentially from the outside to the inside. The plunger 104 is connected to the inside and outside, so as to form a first air chamber 105 together in the plunger 104 and between the plunger 104 and the partition cylinder 103. A second air chamber 106 is formed between the partition cylinder 103 and the outer cylinder 101. The lower end of the plunger 104 is provided with a main oil hole 107. The piston cylinder 102 is slidably inserted into the outer cylinder 101. A main oil chamber 108 is formed in the piston cylinder 102. The piston cylinder 102 and the outer cylinder 101 are connected. A return oil chamber 109 is formed between 01; the piston cylinder 102 is provided with a first obstruction member 111 and a second obstruction member 112. The first obstruction member 111 is located between the partition cylinder 103 and the plunger 104 and connects the first air chamber 105 with the return oil chamber 109. The second obstruction member 112 is located between the partition cylinder 103 and the outer cylinder 101 and connects the second air chamber 106 with the return oil chamber 109. The piston cylinder 102 is close to the outer cylinder 101, which increases the pressure of both the first air chamber 105 and the second air chamber 106. The first obstruction member 111 is used to obstruct the increase of pressure in the first air chamber 105, and the second obstruction member 112 is used to obstruct the increase of pressure in the second air chamber 106, so that the pressure in the first air chamber 105 is higher than the pressure in the second air chamber 106.

[0022] When the buffer body 100 is subjected to a strong landing impact, the piston cylinder 102 approaches the outer cylinder 101, causing the pressure in both the first air chamber 105 and the second air chamber 106 to increase. However, the first obstruction member 111 obstructs the increase in pressure in the first air chamber 105, and the second obstruction member 112 obstructs the increase in pressure in the second air chamber 106, making the pressure in the first air chamber 105 higher than that in the second air chamber 106. This converts the pressure difference between the inner and outer sides of the outer cylinder 101 caused by the piston cylinder 102 approaching the outer cylinder 101 into the pressure difference between the inner and outer sides of the partition cylinder 103. Therefore, there is no need to increase the wall thickness of the outer cylinder 101, which can avoid problems such as deformation, bursting and sealing leakage to a certain extent.

[0023] Both the main oil chamber 108 and the return oil chamber 109 are filled with special aviation hydraulic oil, while the first air chamber 105 and the second air chamber 106 are filled with nitrogen. The plunger 104 is fixed to the outer cylinder 101. A main oil hole 107 is provided at the lower end of the plunger 104, which obstructs the flow of hydraulic oil. Side holes are provided on the sidewall of the plunger 104 to connect the first air chamber 105 inside and outside the plunger 104. A sealing ring is provided on the outer side of the plunger 104 to ensure a sliding seal between the plunger 104 and the piston cylinder 102. A sealing ring is also provided on the outer side of the piston cylinder 102 to ensure a sliding seal between the piston cylinder 102 and the outer cylinder 101. Furthermore, the outer cylinder 101, piston cylinder 102, partition cylinder 103, and plunger 104 are all coaxially arranged.

[0024] The buffer stabilization device of the present invention also includes a support rod 201, a small actuator cylinder 202, and a rocker arm 203. The lower end of the support rod 201 is provided with a foot 204 for direct contact with the ground. The upper end of the support rod 201 is hinged to the lower end of the small actuator cylinder 202, the upper end of the small actuator cylinder 202 is hinged to the middle of the outer cylinder 101, the upper end of the outer cylinder 101 is hinged to the aircraft, the lower end of the piston cylinder 102 is hinged to the middle of the rocker arm 203, the upper end of the rocker arm 203 is hinged to the aircraft, and the lower end of the rocker arm 203 is hinged to the middle of the support rod 201. Among them, the small actuator cylinder 202 is a hydraulic cylinder structure, including a cylinder barrel, a piston rod, etc., and is a hydraulic actuator for active attitude adjustment. By extending and retracting, it drives the rocker arm 203 to rotate, and cooperates with the upper buffer body 100 to adjust the support attitude of the support rod 201 and the height of the foot 204, so as to achieve adaptive leveling of the outriggers under rugged and inclined terrain, ensuring reasonable support force and maintaining a horizontal attitude when the aircraft lands. Of course, the buffer stabilization device of the present invention can also be equipped with other components to achieve more functions. For example, the support rod 201 can be a magnetorheological damper to serve as a primary buffer unit, improving landing smoothness and stability. The buffer stabilization device of the present invention can be applied to various types of aircraft, such as fixed-wing aircraft, helicopters, and unmanned helicopters, with a wide range of applications. Moreover, the damper body 100 can also cooperate with other connecting structures to achieve corresponding buffering effects.

[0025] In one embodiment, see [link to relevant documentation]. Figure 5 and Figure 7 The piston cylinder 102 and the plunger 104 are radially spaced apart. The first obstruction member 111 and the second obstruction member 112 are both annular and are both located at the end of the piston cylinder 102. The inner side of the first obstruction member 111 is radially spaced apart from the plunger 104, and the outer side of the first obstruction member 111 is radially spaced apart from the partition cylinder 103 to form a first damping hole 113. The inner side of the second obstruction member 112 is radially spaced apart from the partition cylinder 103 to form a second damping hole 114. The outer side of the second obstruction member 112 is slidably connected to the outer cylinder 101.

[0026] When the piston cylinder 102 approaches the outer cylinder 101, the volume of the first air chamber 105 on both sides of the plunger 104 decreases, resulting in an increase in its pressure. Meanwhile, the oil in the main oil chamber 108 enters the first air chamber 105 through the main oil hole 107, and then enters the return oil chamber 109 through the first damping hole 113. This means the increased pressure in the first air chamber 105 due to its reduced volume needs to be released to the return oil chamber 109 through the main oil hole 107 and the first damping hole 113, resulting in a slower pressure release and thus a higher pressure in the first air chamber 105. Simultaneously, the volume of the second air chamber 106 decreases, resulting in an increase in its pressure. The increased pressure in the second air chamber 106 only needs to be released to the return oil chamber 109 through the second damping hole 114, resulting in a faster pressure release and a lower pressure in the first air chamber 105. Therefore, the pressure in the first air chamber 105 is higher than that in the second air chamber 106.

[0027] When the aircraft experiences a landing impact, the piston cylinder 102 moves closer to the outer cylinder 101, reducing the volume of the first gas chamber 105. Hydraulic oil from the main oil chamber 108 enters the first gas chamber 105, causing the nitrogen gas within it to be violently compressed. This results in an increase in both the temperature and pressure of the first gas chamber 105. Simultaneously, the hydraulic oil entering the first gas chamber 105 flows into the return oil chamber 109 under the influence of gravity, thus completing the compression process. When the landing impact dissipates, the nitrogen gas in the first chamber rapidly expands, causing the piston cylinder 102 to move away from the outer cylinder 101, thereby completing the stretching process.

[0028] It is worth noting that the first damping orifice 113 and the second damping orifice 114 connect the first air chamber 105 and the second air chamber 106 through the oil return chamber 109. However, the first damping orifice 113 and the second damping orifice 114 prevent the pressure in the first air chamber 105 and the second air chamber 106 from reaching an equal equilibrium state in a short period of time. Furthermore, both the first obstruction member 111 and the second obstruction member 112 are annular; therefore, both the first damping orifice 113 and the second damping orifice 114 are annular. Preferably, the distance between the outer side of the first obstruction member 111 and the inner side of the partition cylinder 103 is equal to the distance between the inner side of the second obstruction member 112 and the outer side of the partition cylinder 103, making the first damping orifice 113 and the second damping orifice 114 the same size. When the piston cylinder 102 approaches the outer cylinder 101, the volume of the oil return chamber 109 increases, causing its pressure to decrease, which can release the pressure in the first air chamber 105 and the second air chamber 106, and the degree of release is consistent.

[0029] The outer side of the second obstruction member 112 is provided with a sealing ring to ensure a sliding seal between it and the outer cylinder 101. The piston cylinder 102 is provided with a connecting cylinder 115, which has multiple connecting holes 116. The end of the connecting cylinder 115 extends between the partition cylinder 103 and the outer cylinder 101, and the second obstruction member 112 is located at the end of the connecting cylinder 115.

[0030] The connecting cylinder 115 has oil return chambers 109 on both its inner and outer sides, and a connecting hole 116 is used to connect the oil return chambers 109 on both sides of the connecting cylinder 115. Further, the connecting cylinder 115 includes a side cylinder and a bottom ring. The connecting cylinder 115 is connected to the piston cylinder 102 via the bottom ring. A second obstructing member 112 is located at the end of the side cylinder of the connecting cylinder 115, and multiple connecting holes 116 are provided on both the bottom ring and the side cylinder. Additionally, the inner side of the first obstructing member 111 is flush with the inner side of the piston cylinder 102, and the outer side of the first obstructing member 111 protrudes beyond the outer side of the piston cylinder 102. The inner side of the second obstructing member 112 protrudes beyond the inner side of the connecting cylinder 115, and the outer side of the second obstructing member 112 protrudes beyond the outer side of the connecting cylinder 115.

[0031] In other embodiments not shown, multiple circumferentially arranged connecting rods may be provided instead of the connecting cylinder 115 to connect the second obstruction member 112 to the piston cylinder 102 and to position the second obstruction member 112 between the partition cylinder 103 and the outer cylinder 101.

[0032] In one embodiment, the partition cylinder 103 includes a first section 121 near the piston cylinder 102 and a second section 122 away from the piston cylinder 102 in its axial direction. The radial thickness of the first section 121 is less than the radial thickness of the second section 122. The piston cylinder 102 has a compression stroke near the outer cylinder 101. When the compression stroke is less than or equal to a preset value, the first obstruction member 111 and the second obstruction member 112 are both located in the first section 121. When the compression stroke is greater than the preset value, the first obstruction member 111 and the second obstruction member 112 are both located in the second section 122.

[0033] When the compression stroke of the piston cylinder 102 near the outer cylinder 101 is less than or equal to the preset value, see [reference needed]. Figure 4 and Figure 5 The first obstruction member 111 and the second obstruction member 112 are both located in the first section 121. The first damping orifice 113 and the second damping orifice 114 are both relatively large. The obstruction effect of the first obstruction member 111 on the increase in pressure of the first air chamber 105 is weakened, and the obstruction effect of the second obstruction member 112 on the increase in pressure of the second air chamber 106 is weakened, thereby reducing the damping force of the buffer body 100 and improving the buffering effect against minor vibrations and impacts. When the compression stroke of the piston cylinder 102 near the outer cylinder 101 exceeds a preset value, see... Figure 6 and Figure 7 The first obstruction member 111 and the second obstruction member 112 are both located in the second section 122. The first damping hole 113 and the second damping hole 114 are both small. The obstruction effect of the first obstruction member 111 on the increase of pressure in the first air chamber 105 is enhanced, and the obstruction effect of the second obstruction member 112 on the increase of pressure in the second air chamber 106 is enhanced, thereby increasing the damping force of the buffer body 100. At the same time, the pressure difference between the inner and outer sides of the partition 103 increases, resulting in a greater risk of deformation and bursting. However, since the radial thickness of the partition 103 in the second section 122 is large, it can suppress the deformation and bursting of the partition 103, thereby enabling the buffer body 100 to be suitable for a larger buffering force.

[0034] It is understandable that the compression stroke means the maximum distance that the piston cylinder 102 moves relative to the outer cylinder 101 during a single vibration and impact. The greater the degree of vibration and impact on the buffer body 100, the greater the compression stroke; the smaller the degree of vibration and impact on the buffer body 100, the smaller the compression stroke; and the minimum compression stroke when the buffer body 100 is not subjected to vibration and impact.

[0035] In one embodiment, the partition 103 has the same radial thickness in the first section 121 and the same radial thickness in the second section 122; the partition 103 also includes a third section 123 located between the first section 121 and the second section 122, the radial thickness of the partition 103 in the third section 123 gradually increasing from the first section 121 to the second section 122.

[0036] like Figure 5 and Figure 7 As shown, the lower part of the partition cylinder 103 is a thinner first section 121, the upper part of the partition cylinder 103 is a thicker second section 122, and the middle part of the partition cylinder 103 is a third section 123 that gradually thickens from bottom to top.

[0037] In other embodiments not shown, the radial thickness of the partition 103 gradually increases from near to far from the piston cylinder 102. As the piston cylinder 102 approaches the outer cylinder 101, both the first damping orifice 113 and the second damping orifice 114 gradually decrease.

[0038] In one embodiment, the end of the partition cylinder 103 away from the piston cylinder 102 is provided with a base 124 connected to the outer cylinder 101. The base 124 is annular and its radial thickness is greater than the wall thickness of the outer cylinder 101.

[0039] Since the second section 122 is connected to the base 124, when the first obstruction member 111 and the second obstruction member 112 are both located in the second section 122, they are closer to the base 124 and can further suppress the deformation and bursting of the partition cylinder 103.

[0040] In one embodiment, the base 124 is slidably connected to the outer cylinder 101 along its axial direction. The outer cylinder 101 is provided with a driving member for driving the base 124 to slide along the axial direction of the outer cylinder 101.

[0041] When the aircraft load changes, the compression stroke of the buffer body 100 changes, causing the first blocking member 111 and the second blocking member 112 to shift between the first section 121 and the second section 122. In this invention, when the aircraft load changes, the drive unit drives the base 124 to slide axially along the outer cylinder 101, ensuring that before the buffer body 100 is subjected to vibration and impact, both the first blocking member 111 and the second blocking member 112 are located in the first section 121, thus preventing the aircraft from experiencing a decrease in buffering performance due to load changes.

[0042] A sealing ring is provided on the outer side of the base 124 to ensure a sliding seal between the base 124 and the outer cylinder 101. At the same time, a sealing ring is provided between the inner side of the base 124 and the plunger 104 to ensure a sliding seal between the base 124 and the plunger 104.

[0043] In one embodiment, the drive includes an adjustment chamber 125 and an interface 126 that are interconnected. The adjustment chamber 125 is formed between the outer cylinder 101 and the base 124, and the interface 126 is connected to an external pressure unit. The external power unit is used to provide a pressure medium to the adjustment chamber 125 through the interface 126.

[0044] Interface 126 is connected to an external pressure unit via a pipeline. The pressure medium can be hydraulic oil or compressed air. When the pressure medium is hydraulic oil, the external power unit includes components such as an oil tank, a hydraulic pump, a pressure control valve, and a directional control valve. When the pressure medium is compressed air, the external power unit includes components such as an air tank, an air compressor, an air source treatment unit, and a directional control valve. The specific structure and working principle of the above-mentioned external power units are existing technologies and will not be described in detail here.

[0045] The working principle of this invention is as follows: When the aircraft lands, the support rod 201, small actuator and rocker arm 203 transmit the landing impact to the buffer body 100, causing the piston cylinder 102 to move closer to the outer cylinder 101. The volume of the first air chamber 105 on both sides of the plunger 104 decreases, resulting in an increase in its pressure. The oil in the main oil chamber 108 enters the first air chamber 105 through the main oil hole 107, and then enters the return oil chamber 109 through the first damping hole 113. That is, the pressure of the first air chamber 105 due to the decrease in volume needs to be released to the return oil chamber 109 through the main oil hole 107 and the first damping hole 113. The pressure release is slow, resulting in a larger pressure in the first air chamber 105. Meanwhile, the reduced volume of the second air chamber 106 leads to an increase in its pressure. The increased pressure due to the reduced volume only needs to be released to the return oil chamber 109 through the second damping hole 114. The pressure release is relatively fast, resulting in a lower pressure in the first air chamber 105. This makes the pressure in the first air chamber 105 higher than that in the second air chamber 106. The pressure difference between the inner and outer sides of the outer cylinder 101 caused by the piston cylinder 102 being close to the outer cylinder 101 is converted into a pressure difference between the inner and outer sides of the partition cylinder 103. Therefore, there is no need to increase the wall thickness of the outer cylinder 101, which can avoid problems such as deformation, bursting and sealing leakage to a certain extent.

[0046] When the buffer body 100 is not subjected to vibration and impact or the degree of vibration and impact is small, the compression stroke of the piston cylinder 102 when it is close to the outer cylinder 101 is less than or equal to the preset value. The first obstruction member 111 and the second obstruction member 112 are both located in the first section 121. The first damping hole 113 and the second damping hole 114 are both large. The obstruction effect of the first obstruction member 111 on the increase of pressure in the first air chamber 105 is weakened, and the obstruction effect of the second obstruction member 112 on the increase of pressure in the second air chamber 106 is weakened, thereby reducing the damping force of the buffer body 100 and improving the buffering effect for minor vibrations and impacts. When the damper body 100 is subjected to a large degree of vibration and impact, the compression stroke of the piston cylinder 102 when it is close to the outer cylinder 101 is greater than the preset value. The first obstruction member 111 and the second obstruction member 112 are both located in the second section 122. The first damping hole 113 and the second damping hole 114 are both small. The obstruction effect of the first obstruction member 111 on the increase of pressure in the first air chamber 105 is enhanced, and the obstruction effect of the second obstruction member 112 on the increase of pressure in the second air chamber 106 is enhanced, thereby increasing the damping force of the damper body 100. At the same time, the pressure difference between the inner and outer sides of the partition cylinder 103 increases, resulting in a greater risk of deformation and bursting. However, since the radial thickness of the partition cylinder 103 in the second section 122 is large and it is close to the base 124, it can suppress the deformation and bursting of the partition cylinder 103, thereby enabling the damper body 100 to be suitable for a larger buffering force.

[0047] In addition, when the load on the aircraft changes, the external power unit drives the base 124 to slide along the axial direction of the outer cylinder 101, ensuring that the first blocking member 111 and the second blocking member 112 are both located in the first section 121 before the buffer body 100 is subjected to vibration and impact, so that the aircraft will not reduce its buffering performance due to load changes.

[0048] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0049] The above-described embodiments are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A landing buffer and stabilization device for unmanned helicopters, characterized in that, Includes the buffer body, which includes: The outer cylinder has partitions and cylindrical plungers arranged sequentially from the outside to the inside. The plungers are connected to each other to form a first air chamber inside the plungers and between the plungers and the partitions. A second air chamber is formed between the partitions and the outer cylinder. The lower end of the plungers is provided with a main oil hole. A piston cylinder is slidably inserted into an outer cylinder, forming a main oil chamber inside the piston cylinder and a return oil chamber between the piston cylinder and the outer cylinder. The piston cylinder is provided with a first obstruction member and a second obstruction member. The first obstruction member is located between the partition cylinder and the plunger and connects the first air chamber and the return oil chamber. The second obstruction member is located between the partition cylinder and the outer cylinder and connects the second air chamber and the return oil chamber. The piston cylinder's proximity to the outer cylinder increases the pressure in both the first and second air chambers. The first obstruction member is used to prevent the pressure in the first air chamber from increasing, and the second obstruction member is used to prevent the pressure in the second air chamber from increasing, thus ensuring that the pressure in the first air chamber is higher than that in the second air chamber.

2. The unmanned helicopter landing buffer and stabilization device according to claim 1, characterized in that, The piston cylinder and the plunger are radially spaced apart. The first and second obstructing members are both annular and located at the ends of the piston cylinder. The inner side of the first obstructing member is radially spaced apart from the plunger, and the outer side of the first obstructing member is radially spaced apart from the partition cylinder to form a first damping hole. The inner side of the second obstructing member is radially spaced apart from the partition cylinder to form a second damping hole, and the outer side of the second obstructing member is slidably connected to the outer cylinder.

3. The unmanned helicopter landing buffer and stabilization device according to claim 2, characterized in that, The partition cylinder includes a first section close to the piston cylinder and a second section away from the piston cylinder in its axial direction. The radial thickness of the first section is less than the radial thickness of the second section. When the piston cylinder is close to the outer cylinder, it has a compression stroke. When the compression stroke is less than or equal to a preset value, both the first and second obstructing members are located in the first section. When the compression stroke is greater than the preset value, both the first and second obstructing members are located in the second section.

4. The unmanned helicopter landing buffer and stabilization device according to claim 3, characterized in that, The partition cylinder has the same radial thickness everywhere in the first section and the same radial thickness everywhere in the second section; the partition cylinder also includes a third section located between the first and second sections, and the radial thickness of the partition cylinder in the third section gradually increases from the first section to the second section.

5. The unmanned helicopter landing buffer and stabilization device according to claim 2, characterized in that, The radial thickness of the partition cylinder gradually increases from near to far from the piston cylinder.

6. The unmanned helicopter landing buffer and stabilization device according to claim 3, characterized in that, The end of the separator away from the piston cylinder is provided with a base that is connected to the outer cylinder. The base is annular and its radial thickness is greater than the wall thickness of the outer cylinder.

7. The unmanned helicopter landing buffer and stabilization device according to claim 6, characterized in that, The base is slidably connected to the outer cylinder along its axial direction. The outer cylinder is equipped with a driving component, which is used to drive the base to slide along the axial direction of the outer cylinder.

8. The unmanned helicopter landing buffer and stabilization device according to claim 7, characterized in that, The drive unit includes an interconnected regulating chamber and an interface. The regulating chamber is formed between the outer cylinder and the base, and the interface is connected to an external pressure unit. The external power unit is used to provide a pressure medium to the regulating chamber through the interface.

9. The unmanned helicopter landing buffer and stabilization device according to claim 2, characterized in that, The piston cylinder is provided with a connecting cylinder, which has multiple connecting holes. The end of the connecting cylinder extends between the partition cylinder and the outer cylinder, and a second obstruction is provided at the end of the connecting cylinder.

10. The unmanned helicopter landing buffer and stabilization device according to claim 2, characterized in that, The inner side of the first obstruction is flush with the inner side of the piston cylinder, and the outer side of the first obstruction protrudes from the outer side of the piston cylinder.

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