Multi-mode landing damping device for electric vertical take-off and landing aircraft

Abstract

The utility model discloses a multi-mode landing damping device of an electric vertical take-off and landing aircraft, relates to the technical field of landing damping of aircrafts, and aims to solve the problems that an existing aircraft landing device cannot adjust and switch modes when facing different landing environments, and the practicability needs to be improved. According to the technical scheme, the device is characterized by comprising a supporting cross beam, a sliding rail is fixedly connected to the lower surface of the supporting cross beam, the two ends of the sliding rail are each fixedly connected with a rotating seat, one end of each rotating seat is rotationally connected with a movable seat, a mounting hole is formed in one end of each movable seat, and a damping telescopic sleeve is fixedly mounted in each mounting hole; the damping telescopic sleeve is sleeved with a spring, and a hydraulic rod is fixedly installed at the position of a middle shaft in the damping telescopic sleeve. And the effects that the landing modes can be flexibly adjusted and switched in the face of different landing environments, and practicability is high are achieved.

Description

Technical Field

[0001] This utility model relates to the field of aircraft landing shock absorption technology, and in particular to a multi-mode landing shock absorption device for electric vertical take-off and landing aircraft. Background Technology

[0002] At the moment of landing, the aircraft will be subjected to a powerful impact, at which point the importance of the landing shock absorption system becomes undeniable. As a core component ensuring a smooth landing, it is not only closely linked to the structural integrity of the aircraft, but also to the lives and safety of the passengers and crew on board.

[0003] Existing aircraft landing devices cannot adjust and switch modes when facing different landing environments, and their practicality needs to be improved. Utility Model Content

[0004] The purpose of this invention is to provide a multi-mode landing shock absorption device for electric vertical take-off and landing aircraft that can flexibly adjust and switch landing modes when facing different landing environments, making it highly practical.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A multi-mode landing shock absorption device for an electric vertical takeoff and landing (eVTOL) aircraft includes a support beam. A slide rail is fixedly connected to the lower surface of the support beam. A rotating seat is fixedly connected to each end of the slide rail. A movable seat is rotatably connected to one end of the rotating seat. A mounting hole is provided at one end of the movable seat, and a damping telescopic sleeve is fixedly installed inside the mounting hole. A spring is sleeved on the outside of the damping telescopic sleeve. A hydraulic rod is fixedly installed at the central axis position inside the damping telescopic sleeve. A first oil guide pipe and a second oil guide pipe are fixedly installed at one end of the hydraulic rod. A solenoid valve is fixedly installed in the pipeline of the first oil guide pipe.

[0007] By adopting the above technical solutions, different modes of landing structures can be adjusted and switched according to different landing environments.

[0008] Furthermore, the diameter of the first oil guide pipe is larger than the diameter of the second oil guide pipe.

[0009] By adopting the above technical solution, the flow of hydraulic oil can be controlled.

[0010] Furthermore, an oil reservoir is fixedly installed at the middle position of the upper surface of the supporting beam, and the other ends of the first oil guide pipe and the second oil guide pipe are both connected to the interior of the oil reservoir.

[0011] By adopting the above technical solution, the smooth flow of hydraulic oil is ensured.

[0012] Furthermore, two sliders are slidably installed in the groove of the slide rail. One end of each slider is rotatably connected to a linkage rod, and the other end of the linkage rod is rotatably connected to the side surface of the movable seat. A lead screw passes through the interior of the slide rail, and both ends of the lead screw pass through the threaded holes of the two sliders respectively.

[0013] By adopting the above technical solution, the movable seat can be rotated by the slider sliding in the groove of the slide rail.

[0014] Furthermore, the outer surface of the lead screw is provided with two threads with opposite helical directions, and the two threads with opposite helical directions are divided at the middle position of the lead screw. A first bevel gear is sleeved and fixed at the middle position of the lead screw. A motor is fixedly installed on the side surface of the slide rail. A second bevel gear is fixedly connected to one end of the rotating shaft of the motor. The second bevel gear meshes with the first bevel gear.

[0015] By adopting the above technical solution, the relative positions of the two sliders can be moved by rotating the lead screw.

[0016] Furthermore, a support foot is fixedly installed at the lower end of the damping telescopic sleeve.

[0017] By adopting the above technical solution, stable support operations can be performed.

[0018] In summary, the beneficial technical effects of this utility model are as follows:

[0019] 1. This utility model can select the corresponding mode of shock absorption structure according to the landing speed and landing environment during shock absorption. When the speed is slow and the landing environment is good, the solenoid valve is opened. At this time, the damping telescopic sleeve and the spring sleeved on the outside of the damping telescopic sleeve can perform good shock absorption operation. At the same time, the extension and retraction of the damping telescopic sleeve can drive the extension and retraction of the hydraulic rod, so that the hydraulic oil in the hydraulic rod can flow back and forth into or out of the oil tank along the first guide oil pipe and the second guide oil pipe. The overall shock absorption is limited. When the landing speed is fast and the landing environment is poor, the solenoid valve is closed. Since the diameter of the first guide oil pipe is larger than the diameter of the second guide oil pipe, the unit flow rate of the hydraulic oil is reduced. Thus, the hydraulic rod can effectively absorb a large impact force. This device can effectively adapt to different landing conditions.

[0020] 2. This utility model can start the motor when in flight, the motor drives the second bevel gear to rotate, the second bevel gear drives the first bevel gear to rotate. Since the first bevel gear is sleeved and fixed to the outside of the lead screw, the lead screw is linked and rotates. Since there are two threads with opposite helical directions on the outer surface of the lead screw, the lead screw is threadedly connected to the slider, and the slider is slidably connected in the groove of the slide rail. Therefore, the rotation of the lead screw can drive the slider to slide in the groove of the slide rail. Then, under the linkage of the linkage rod, the movable seat can be effectively driven to flip, thus realizing an effective folding operation, which is highly practical. Attached Figure Description

[0021] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0022] Figure 2 This is a diagram of the internal structure of the present invention;

[0023] Figure 3 This utility model Figure 2 Enlarged view of point A;

[0024] Figure 4 This utility model Figure 2 Enlarged view of point B.

[0025] In the diagram: 1. Support beam; 2. Oil reservoir; 3. Motor; 4. Rotary seat; 5. Movable seat; 6. Damping telescopic sleeve; 7. Solenoid valve; 8. First oil guide pipe; 9. Support foot; 10. Spring; 11. Linkage rod; 12. Second oil guide pipe; 13. Slide rail; 14. Slider; 15. Lead screw; 16. Hydraulic rod; 17. First bevel gear; 18. Second bevel gear. Detailed Implementation

[0026] The method of this utility model will be further described in detail below with reference to the accompanying drawings.

[0027] Reference Figure 1 , Figure 2 , Figure 3A multi-mode landing damping device for an electric vertical takeoff and landing (VTOL) aircraft includes a support beam 1. A slide rail 13 is fixedly connected to the lower surface of the support beam 1. A rotating seat 4 is fixedly connected to each end of the slide rail 13. A movable seat 5 is rotatably connected to one end of each rotating seat 4. One end of the movable seat 5 has a mounting hole, and a damping telescopic sleeve 6 is fixedly installed inside the mounting hole. A spring 10 is sleeved on the outside of the damping telescopic sleeve 6. A hydraulic rod 16 is fixedly installed at the central axis position inside the damping telescopic sleeve 6. A first oil guide pipe 8 and a second oil guide pipe 12 are fixedly installed at one end of the hydraulic rod 16. A solenoid valve 7 is fixedly installed in the first oil guide pipe 8. The diameter of the first oil guide pipe 8 is larger than the diameter of the second oil guide pipe 12. An oil reservoir 2 is fixedly installed at the middle position of the upper surface of the support beam 1. The other ends of both the first oil guide pipe 8 and the second oil guide pipe 12 communicate with the interior of the oil reservoir 2. The lower end of the telescopic sleeve 6 is fixedly equipped with a support foot 9. During shock absorption, the corresponding damping structure can be selected according to the descent speed and the descent environment. When the speed is slow and the descent environment is good, the solenoid valve 7 is opened. At this time, the damping telescopic sleeve 6 and the spring 10 sleeved on the outside of the damping telescopic sleeve 6 can perform good shock absorption. At the same time, the extension and retraction of the damping telescopic sleeve 6 can drive the extension and retraction of the hydraulic rod 16, which in turn allows the hydraulic oil in the hydraulic rod 16 to flow back and forth into or out of the oil tank 2 along the first oil guide pipe 8 and the second oil guide pipe 12. The overall shock absorption is limited. When the descent speed is fast and the descent environment is poor, the solenoid valve 7 is closed. Since the diameter of the first oil guide pipe 8 is larger than the diameter of the second oil guide pipe 12, the unit flow rate of the hydraulic oil is reduced. As a result, the hydraulic rod 16 can effectively absorb a larger impact force. This device can effectively adapt to different descent conditions.

[0028] Reference Figure 1 , Figure 3 , Figure 4Two sliders 14 are slidably installed in the groove of the slide rail 13. One end of the slider 14 is rotatably connected to a linkage rod 11, and the other end of the linkage rod 11 is rotatably connected to the side surface of the movable seat 5. A lead screw 15 passes through the interior of the slide rail 13. The two ends of the lead screw 15 pass through the threaded holes of the two sliders 14 respectively. Two threads with opposite helical directions are provided on the outer surface of the lead screw 15, and the two threads with opposite helical directions are divided at the middle position of the lead screw 15. A first bevel gear 17 is sleeved and fixed at the middle position of the lead screw 15. A motor 3 is fixedly installed on the side surface of the slide rail 13. One end of the rotating shaft of the motor 3 is fixedly connected to a second bevel gear 18. The second bevel gear 18 and the first bevel gear The 17 meshing connection allows the motor 3 to be started during flight, driving the second bevel gear 18 to rotate. The second bevel gear 18 then drives the first bevel gear 17 to rotate. Since the first bevel gear 17 is sleeved and fixed to the outside of the lead screw 15, the lead screw 15 is linked and rotates. Furthermore, since two threads with opposite helical directions are provided on the outer surface of the lead screw 15, the lead screw 15 is threadedly connected to the slider 14. The slider 14 is slidably connected in the groove of the slide rail 13. Therefore, the rotation of the lead screw 15 can drive the slider 14 to slide in the groove of the slide rail 13. Then, under the linkage of the linkage rod 11, the movable seat 5 can be effectively rotated, thus achieving an effective folding operation and high practicality.

[0029] Working Principle: When in use, first install the device in the designated location, then it can be used. During use, the corresponding damping structure is selected according to the descent speed and environment. When the speed is slow and the descent environment is favorable, open the solenoid valve 7. At this time, the damping telescopic sleeve 6 and the spring 10 sleeved outside the damping telescopic sleeve 6 can perform good damping operation. Simultaneously, the extension and retraction of the damping telescopic sleeve 6 can drive the extension and retraction of the hydraulic rod 16, thereby allowing the hydraulic oil in the hydraulic rod 16 to flow back and forth into or out of the oil tank 2 along the first guide pipe 8 and the second guide pipe 12. The overall damping effect is limited. When encountering a fast descent speed and a poor descent environment, close the solenoid valve 7. Since the diameter of the first guide pipe 8 is larger than the diameter of the second guide pipe 12, the unit flow rate of the hydraulic oil is increased. The reduced flow rate allows the hydraulic rod 16 to effectively absorb greater impact forces. This device can effectively adapt to different landing conditions. Simultaneously, during flight, the motor 3 is activated, which drives the second bevel gear 18 to rotate. The second bevel gear 18 drives the first bevel gear 17 to rotate. Since the first bevel gear 17 is sleeved and fixed to the outside of the lead screw 15, the lead screw 15 is linked and rotates. Furthermore, since two threads with opposite helical directions are provided on the outer surface of the lead screw 15, the lead screw 15 is threadedly connected to the slider 14. The slider 14 is slidably connected in the groove of the slide rail 13. Therefore, the rotation of the lead screw 15 can drive the slider 14 to slide in the groove of the slide rail 13. Then, under the linkage of the linkage rod 11, the movable seat 5 can be effectively rotated, thus achieving an effective folding operation.

[0030] The specific real-time examples described herein are preferred real-time examples of this utility model and are not intended to limit the scope of protection of this utility model. Therefore, all equivalent changes made to the structure, shape, and principle of this utility model should be included within the scope of protection of this utility model.

Claims

1. A multi-mode landing shock absorption device for an electric vertical takeoff and landing aircraft, comprising a support beam (1), characterized in that: A slide rail (13) is fixedly connected to the lower surface of the supporting beam (1). A rotating seat (4) is fixedly connected to each end of the slide rail (13). A movable seat (5) is rotatably connected to one end of the rotating seat (4). A mounting hole is provided at one end of the movable seat (5), and a damping telescopic sleeve (6) is fixedly installed inside the mounting hole. A spring (10) is sleeved on the outside of the damping telescopic sleeve (6). A hydraulic rod (16) is fixedly installed at the central axis position inside the damping telescopic sleeve (6). A first oil guide pipe (8) and a second oil guide pipe (12) are fixedly installed at one end of the hydraulic rod (16). A solenoid valve (7) is fixedly installed in the pipeline of the first oil guide pipe (8).

2. The multi-mode landing shock absorption device for an electric vertical takeoff and landing aircraft according to claim 1, characterized in that: The diameter of the first oil guide pipe (8) is larger than the diameter of the second oil guide pipe (12).

3. The multi-mode landing shock absorption device for an electric vertical takeoff and landing aircraft according to claim 1, characterized in that: An oil storage tank (2) is fixedly installed at the middle position of the upper surface of the supporting beam (1), and the other ends of the first oil guide pipe (8) and the second oil guide pipe (12) are connected to the interior of the oil storage tank (2).

4. The multi-mode landing shock absorption device for an electric vertical takeoff and landing aircraft according to claim 1, characterized in that: Two sliders (14) are slidably installed in the groove of the slide rail (13). One end of the slider (14) is rotatably connected to a linkage rod (11), and the other end of the linkage rod (11) is rotatably connected to the side surface of the movable seat (5). A lead screw (15) passes through the inside of the slide rail (13), and the two ends of the lead screw (15) pass through the threaded holes of the two sliders (14) respectively.

5. The multi-mode landing shock absorption device for an electric vertical takeoff and landing aircraft according to claim 4, characterized in that: The lead screw (15) has two threads with opposite helical directions on its outer surface, and the two threads with opposite helical directions are divided at the middle position of the lead screw (15). A first bevel gear (17) is sleeved and fixed at the middle position of the lead screw (15). A motor (3) is fixedly installed on the side surface of the slide rail (13). A second bevel gear (18) is fixedly connected to one end of the rotating shaft of the motor (3). The second bevel gear (18) meshes with the first bevel gear (17).

6. The multi-mode landing shock absorption device for an electric vertical takeoff and landing aircraft according to claim 1, characterized in that: The lower end of the damping telescopic sleeve (6) is fixedly installed with a support foot (9).

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