Ground-air aircraft landing speed reducer

Abstract

The utility model discloses a land-air aircraft landing reduction gear, including fuselage carriage, frame, double-layer propeller, undercarriage and landing component, wherein one end of frame is fixedly installed on the four sides of fuselage carriage, the double-layer propeller is fixedly installed on the other end of frame. When the aircraft is subjected to attitude adjustment and landing, the aircraft is easily affected by lateral wind power, attitude adjustment errors are accumulated, and finally stability is lost, the hydraulic telescopic rods on the two sides of the rotating plate are started to stretch or retract at the same side at the same time, the frame top plate, the partition plate and the net filter plate are driven to incline integrally, and the aircraft is fixed. Inclination of the frame top plate, the partition plate and the screen filter plate drives the brushless motor and the speed reduction propeller to incline so as to adjust the inclination angle and compensate deviation caused by interference of external wind power, and therefore the aircraft deviates from a preset landing point and even loses control in the final stage, and serious accidents are caused.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft landing, in particular to a ground-to-air aircraft landing deceleration device. Background Art

[0002] With the rapid development of global aviation technology, the application scope of ground-to-air vehicles continues to expand. From military reconnaissance to commercial logistics and scientific research, they are now ubiquitous. However, the safe recovery of these vehicles, especially the stable control during landing, has always been a major challenge facing the industry. Especially in adverse weather conditions such as strong winds, the aircraft is prone to loss of stability when adjusting its attitude. This problem not only limits the aircraft's operational range but also poses a potential threat to personnel safety.

[0003] In strong winds, an aircraft's landing deceleration devices face unprecedented challenges. Traditional deceleration technologies, such as parachutes, airbags, and reverse thrust rockets, while performing well in calm weather, exhibit significant limitations in strong winds. Strong winds not only significantly increase the aerodynamic load on the aircraft, making it difficult for the aircraft to maintain its intended landing trajectory, but can also cause deceleration devices such as parachutes to tumble or become entangled, significantly reducing their deceleration efficiency. More importantly, adjusting the aircraft's attitude in strong winds becomes extremely difficult. Even the most advanced automatic control systems can be deflected by external interference, causing the aircraft to deviate from its intended landing point or even lose control in the final stages, leading to a serious accident.

[0004] Although existing aircraft landing deceleration devices strive to balance deceleration efficiency and attitude control in their design, their stability performance is far from ideal in actual applications, especially under strong wind conditions. On the one hand, the physical structure and working principle of these devices determine that they are highly sensitive to environmental changes. Once they encounter wind forces that exceed design expectations, their stability and reliability will drop significantly. On the other hand, during the landing process, the aircraft needs to constantly adjust its attitude to adapt to changing wind direction and wind speed, but the existing technology has deficiencies in rapid response and precise control, making it difficult to achieve stable landing in a rapidly changing strong wind environment. In addition, due to the lack of an effective wind compensation mechanism, the aircraft is easily affected by side wind forces when adjusting its attitude, resulting in the accumulation of attitude adjustment errors and ultimately a loss of stability.

[0005] While modern aircraft's landing deceleration systems have incorporated a certain level of automation and intelligence, their adaptability and intelligent decision-making capabilities in extreme conditions like strong winds still need to be improved. In strong winds, aircraft need to dynamically adjust their landing strategies based on real-time wind data, including but not limited to deceleration timing, landing path planning, and attitude control parameters. However, existing technologies often rely on preset programs and fixed logic, lacking the ability to flexibly respond to emergencies. This is especially true when sudden changes in wind speed occur, making it impossible to quickly optimize the response. This significantly reduces the stability and safety of the aircraft during landing.

[0006] In summary, the landing deceleration device of ground-to-air vehicles in strong wind environments has significant technical bottlenecks, including but not limited to poor attitude adjustment stability, weak adaptability and limited intelligence level.

[0007] Therefore, how to provide a landing deceleration device for a ground-to-air vehicle is an urgent problem that needs to be solved by those skilled in the art. Utility Model Content

[0008] One purpose of the present invention is to provide a landing deceleration device for a ground-to-air aircraft. When adjusting its attitude for landing, the aircraft of the present invention is easily affected by lateral wind force, resulting in accumulation of attitude adjustment errors and eventual loss of stability. By starting the hydraulic telescopic rods, the hydraulic telescopic rods on both sides of the rotating plate are extended or retracted on the same side at the same time, driving the overall tilt of the frame top plate, the partition plate and the mesh filter plate. The tilt of the frame top plate, the partition plate and the mesh filter plate drives the brushless motor and the reduction propeller to tilt, which is used to adjust the tilt angle and compensate for the deviation caused by interference from external wind force, thereby causing the aircraft to deviate from the predetermined landing point and even lose control in the final stage, causing a serious accident.

[0009] According to an embodiment of the present invention, a landing deceleration device for a ground-to-air aircraft includes a fuselage body, a frame, a double-layer propeller, a landing gear and a landing component, wherein one end of the frame is fixedly mounted on the four sides of the fuselage body, the double-layer propeller is fixedly mounted on the other end of the frame, the top of the landing gear is fixedly mounted on both sides of the bottom of the fuselage body, the top of the landing component is fixedly mounted on the bottom of the fuselage body, and two landing components are provided, and the two landing components are symmetrically arranged.

[0010] Furthermore, the landing component includes an angle adjustment assembly, a frame assembly and a power assembly, wherein the top of the angle adjustment assembly is installed on the bottom of the fuselage body, the top of the frame assembly is installed on the bottom of the angle adjustment assembly, and the power assembly is installed in the frame assembly.

[0011] Furthermore, the angle adjustment assembly includes a rotating shaft sleeve and a rotating plate, the rotating shaft sleeve is fixedly installed at the bottom of the fuselage body, the top of the rotating plate is rotatably installed in the rotating shaft sleeve, and the bottom of the rotating plate is fixedly installed at the top of the frame assembly.

[0012] Furthermore, the angle adjustment assembly also includes a first pivot, a hydraulic telescopic rod and a second pivot, wherein one end of the first pivot is fixedly mounted on the bottom of the fuselage body, one end of the hydraulic telescopic rod is fixedly mounted on the other end of the first pivot, one end of the second pivot is fixedly mounted on the other end of the hydraulic telescopic rod, and the other end of the second pivot is fixedly mounted on the top of the frame assembly.

[0013] Furthermore, eight hydraulic telescopic rods are provided, and each of the eight hydraulic telescopic rods forms a group of four, and the two groups of hydraulic telescopic rods are symmetrically arranged.

[0014] Furthermore, the frame assembly includes a frame top plate, a partition plate and a mesh filter plate. The top of the frame top plate is fixedly mounted on the top of the partition plate, and the top of the mesh filter plate is fixedly mounted on the bottom of the partition plate.

[0015] Furthermore, the top of the frame top plate is fixedly mounted on the bottom of the rotating plate, and the top of the frame top plate is fixedly mounted on an end of the second pivot away from the hydraulic telescopic rod.

[0016] Furthermore, the power assembly includes a fixed ring, a brushless motor and a reduction propeller, wherein the outer wall of the fixed ring is fixedly mounted on the frame top plate, the brushless motor is fixedly mounted inside the fixed ring, and the reduction propeller is fixedly mounted on the rotating shaft of the brushless motor.

[0017] The beneficial effects of the utility model are:

[0018] When the aircraft of the present invention adjusts its attitude for landing, it is easily affected by the lateral wind force, which leads to the accumulation of attitude adjustment errors and eventual loss of stability. By activating the hydraulic telescopic rods, the hydraulic telescopic rods on both sides of the rotating plate are extended or retracted on the same side at the same time, driving the overall tilt of the frame top plate, the partition plate and the mesh filter plate. The tilt of the frame top plate, the partition plate and the mesh filter plate drives the brushless motor and the reduction propeller to tilt, which is used to adjust the tilt angle and compensate for the deviation caused by the interference of external wind force, thereby causing the aircraft to deviate from the predetermined landing point and even lose control in the final stage, causing a serious accident. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0020] Figure 1 This is a schematic diagram of the overall structure of a ground-to-air aircraft landing deceleration device proposed in the present invention;

[0021] Figure 2 This is a structural schematic diagram of a frame assembly of a ground-to-air vehicle landing deceleration device proposed in the present invention.

[0022] In the figure: 1. Fuselage body; 2. Frame; 3. Double-layer propeller; 4. Landing gear; 5. Landing parts; 6. Angle adjustment assembly; 6.1. Rotating shaft sleeve; 6.2. Rotating plate; 6.3. First pivot; 6.4. Hydraulic telescopic rod; 6.5. Second pivot; 7. Frame assembly; 7.1. Frame top plate; 7.2. Spacer plate; 7.3. Filter plate; 8. Power assembly; 8.1. Fixing ring; 8.2. Brushless motor; 8.3. Speed reduction propeller. DETAILED DESCRIPTION

[0023] The present invention will now be described in further detail with reference to the accompanying drawings, which are simplified schematic diagrams that illustrate the basic structure of the present invention in a schematic manner.

[0024] Please refer to Figures 1 to 2 The utility model provides a landing deceleration device for a ground-to-air aircraft, comprising a fuselage body 1, a frame 2, a double-layer propeller 3, a landing gear 4 and a landing component 5, wherein one end of the frame 2 is fixedly mounted on the four sides of the fuselage body 1, the double-layer propeller 3 is fixedly mounted on the other end of the frame 2, the top of the landing gear 4 is fixedly mounted on both sides of the bottom of the fuselage body 1, the top of the landing component 5 is fixedly mounted on the bottom of the fuselage body 1, two landing components 5 are provided, and the two landing components 5 are symmetrically arranged. The landing components 5 are pushed in the opposite direction by wind force and the angle is adjusted for landing.

[0025] The landing component 5 includes an angle adjustment component 6, a frame component 7 and a power component 8, wherein the top of the angle adjustment component 6 is installed on the bottom of the fuselage body 1, the top of the frame component 7 is installed on the bottom of the angle adjustment component 6, and the power component 8 is installed in the frame component 7.

[0026] Specifically, the angle adjustment assembly 6 includes a rotating shaft sleeve 6.1 and a rotating plate 6.2. The rotating shaft sleeve 6.1 is fixedly mounted on the bottom of the fuselage body 1, the top of the rotating plate 6.2 is rotatably mounted in the rotating shaft sleeve 6.1, and the bottom of the rotating plate 6.2 is fixedly mounted on the top of the frame assembly 7. The angle adjustment assembly 6 also includes a first pivot 6.3, a hydraulic telescopic rod 6.4 and a second pivot 6.5, wherein one end of the first pivot 6.3 is fixedly mounted on the bottom of the fuselage body 1, one end of the hydraulic telescopic rod 6.4 is fixedly mounted on the other end of the first pivot 6.3, and one end of the second pivot 6.5 is fixedly mounted on the other end of the hydraulic telescopic rod 6.4. The hydraulic telescopic rod 6.4 adjusts the tilt angle, and the other end of the second pivot 6.5 is fixedly mounted on the top of the frame assembly 7. There are eight hydraulic telescopic rods 6.4, and each of the eight hydraulic telescopic rods 6.4 is a group of four. The two groups of hydraulic telescopic rods 6.4 are symmetrically arranged.

[0027] More specifically, the frame assembly 7 includes a frame top plate 7.1, a spacer plate 7.2 and a screen plate 7.3. The top of the frame top plate 7.1 is fixedly mounted on the top of the spacer plate 7.2, the top of the screen plate 7.3 is fixedly mounted on the bottom of the spacer plate 7.2, the top of the frame top plate 7.1 is fixedly mounted on the bottom of the rotating plate 6.2, and the top of the frame top plate 7.1 is fixedly mounted on the end of the second pivot 6.5 away from the hydraulic telescopic rod 6.4.

[0028] More specifically, the power assembly 8 includes a fixed ring 8.1, a brushless motor 8.2 and a reduction propeller 8.3, wherein the outer wall of the fixed ring 8.1 is fixedly mounted on the frame top plate 7.1, the brushless motor 8.2 is fixedly mounted inside the fixed ring 8.1, and the reduction propeller 8.3 is fixedly mounted on the rotating shaft of the brushless motor 8.2, and the reduction propeller 8.3 generates a reverse thrust force.

[0029] Furthermore, when the aircraft is landing, the brushless motor 8.2 is started, and the rotating shaft of the brushless motor 8.2 drives the reduction propeller 8.3, generating wind force to push the aircraft in the opposite direction to achieve deceleration and landing.

[0030] When adjusting its attitude for landing, the aircraft is easily affected by lateral wind force, resulting in accumulated attitude adjustment errors and eventual loss of stability. By activating the hydraulic telescopic rods 6.4, the hydraulic telescopic rods 6.4 on both sides of the rotating plate 6.2 are extended or retracted on the same side simultaneously, driving the frame top plate 7.1, the spacer plate 7.2 and the mesh filter plate 7.3 to tilt as a whole. The tilt of the frame top plate 7.1, the spacer plate 7.2 and the mesh filter plate 7.3 drives the brushless motor 8.2 and the reduction propeller 8.3 to tilt, which is used to adjust the tilt angle and compensate for the deviation caused by external wind interference, thereby causing the aircraft to deviate from the predetermined landing point and even lose control in the final stage, causing a serious accident.

[0031] The above are only preferred specific implementation methods of the present invention, but the protection scope of the present invention is not limited to them. Any technician familiar with the technical field can make equivalent replacements or changes based on the technical solution and utility model concept of the present invention within the technical scope disclosed by the present invention, and they should be covered by the protection scope of the present invention.

Claims

1. A ground-to-air vehicle landing deceleration device, characterized in that: The invention comprises a fuselage body (1), a frame (2), a double-layer propeller (3), a landing gear (4) and a landing component (5), wherein one end of the frame (2) is fixedly mounted on four sides of the fuselage body (1), the double-layer propeller (3) is fixedly mounted on the other end of the frame (2), the top of the landing gear (4) is fixedly mounted on both sides of the bottom of the fuselage body (1), the top of the landing component (5) is fixedly mounted on the bottom of the fuselage body (1), and two landing components (5) are provided, and the two landing components (5) are symmetrically arranged.

2. The ground-to-air vehicle landing deceleration device according to claim 1, characterized in that: The landing component (5) comprises an angle adjustment component (6), a frame component (7) and a power component (8), wherein the top of the angle adjustment component (6) is mounted on the bottom of the fuselage body (1), the top of the frame component (7) is mounted on the bottom of the angle adjustment component (6), and the power component (8) is mounted inside the frame component (7).

3. The ground-to-air vehicle landing deceleration device according to claim 2, characterized in that: The angle adjustment assembly (6) comprises a rotating shaft sleeve (6.1) and a rotating plate (6.2); the rotating shaft sleeve (6.1) is fixedly mounted on the bottom of the fuselage body (1); the top of the rotating plate (6.2) is rotatably mounted in the rotating shaft sleeve (6.1); and the bottom of the rotating plate (6.2) is fixedly mounted on the top of the frame assembly (7).

4. The ground-to-air vehicle landing deceleration device according to claim 3, characterized in that: The angle adjustment assembly (6) further comprises a first pivot (6.3), a hydraulic telescopic rod (6.4) and a second pivot (6.5), wherein one end of the first pivot (6.3) is fixedly mounted on the bottom of the fuselage compartment (1), one end of the hydraulic telescopic rod (6.4) is fixedly mounted on the other end of the first pivot (6.3), one end of the second pivot (6.5) is fixedly mounted on the other end of the hydraulic telescopic rod (6.4), and the other end of the second pivot (6.5) is fixedly mounted on the top of the frame assembly (7).

5. The ground-to-air vehicle landing deceleration device according to claim 4, characterized in that: Eight hydraulic telescopic rods (6.4) are provided, and each of the eight hydraulic telescopic rods (6.4) forms a group of four, and two groups of hydraulic telescopic rods (6.4) are symmetrically arranged.

6. The ground-to-air vehicle landing deceleration device according to claim 2, characterized in that: The frame assembly (7) comprises a frame top plate (7.1), a partition plate (7.2) and a mesh filter plate (7.3); the top of the frame top plate (7.1) is fixedly mounted on the top of the partition plate (7.2); and the top of the mesh filter plate (7.3) is fixedly mounted on the bottom of the partition plate (7.2).

7. The ground-to-air vehicle landing deceleration device according to claim 6, characterized in that: The top of the frame top plate (7.1) is fixedly mounted on the bottom of the rotating plate (6.2), and the top of the frame top plate (7.1) is fixedly mounted on an end of the second pivot (6.5) away from the hydraulic telescopic rod (6.4).

8. The ground-to-air vehicle landing deceleration device according to claim 2, characterized in that: The power assembly (8) comprises a fixed ring (8.1), a brushless motor (8.2) and a reduction propeller (8.3), wherein the outer wall of the fixed ring (8.1) is fixedly mounted on the frame top plate (7.1), the brushless motor (8.2) is fixedly mounted inside the fixed ring (8.1), and the reduction propeller (8.3) is fixedly mounted on the rotating shaft of the brushless motor (8.2).

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