Amphibious aircraft

Abstract

The utility model relates to the technical field of airplanes, in particular to an amphibious aircraft. And safe and stable rising and landing on water and on the ground are achieved through the designed buoy system and the designed buffering system. The buoy systems are arranged on the left and right sides of the abdomen of the airplane and used for water surface operation. The buffering systems are located on the front side and the rear side of the abdomen and can be completely stored when not used so as to reduce air resistance and maintain the streamline appearance. And during ground take-off and landing, the buffer system rapidly stretches out to provide supporting and buffering, and safety and comfort are ensured. According to the design, the space utilization efficiency is optimized, meanwhile, the unmanned aerial vehicle is suitable for different types of aircrafts such as air pickup trucks, helicopters, passenger transport aircrafts and freight aircrafts, diversified task requirements are met, and the multifunctionality and the environment adaptability are remarkably improved. By means of the arrangement, efficient and safe operation in different environments is guaranteed, the application range and practicability of the aircraft are greatly expanded, and a flexible and changeable solution is provided for users.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of aircraft, especially amphibious aircraft. BACKGROUND

[0002] With the continuous progress of aviation technology, amphibious aircraft has attracted widespread attention due to its unique multi-environmental adaptability. Such aircraft not only can take off and land on traditional airport runways, but also can take off and land on water, greatly expanding its application range and flexibility.

[0003] However, in order to realize this function, the design of amphibious aircraft must take into account the dual requirements of water and ground take-off, which poses a considerable challenge to design. In traditional design, in order to ensure safe take-off on water, a float system is usually equipped under the belly of the aircraft body. Although these float systems can effectively support the stability and safety of the aircraft on the water, ensuring that the aircraft can be smoothly parked and taken off on the turbulent water surface, when it comes to ground take-off, due to the structural characteristics and installation location of the float system, they often have difficulty in providing the necessary ground friction and support force, thereby limiting the operational performance of the aircraft on the ground. In addition, the float system is relatively fragile and is easily damaged during ground operation, further increasing maintenance costs and use risks.

[0004] Therefore, how to realize the safety and comfort of the aircraft during ground take-off without affecting the water take-off performance has become an important research direction. SUMMARY

[0005] (I) Technical problems to be solved

[0006] In view of the above shortcomings and deficiencies of the prior art, the utility model provides a kind of, it solves the problem that float system in traditional design cannot provide sufficient support force and buffering effect on ground, realizes the technical problem of safe and stable take-off in water and ground environment by the ground take-off buffering system of telescopic and improved float shock absorber.

[0007] (II) Technical scheme

[0008] In order to achieve the above purpose, the main technical scheme adopted by the utility model includes:

[0009] Firstly, the utility model embodiment provides an amphibious aircraft, which comprises an aircraft body, a water take-off float system located below the belly of the aircraft body and a ground take-off buffering system, the float system is located on the left and right sides of the belly of the aircraft body, and the buffering system is located on the front and rear sides of the belly of the aircraft body.

[0010] The ground take-off and landing buffer system can be accommodated in the belly of the aircraft body and extended from the belly of the aircraft body when needed. When the buffer system is in the extended state, the vertical distance between the lower end of the ground take-off and landing buffer system and the belly of the aircraft body exceeds the vertical distance between the pontoon system and the belly of the aircraft body.

[0011] In the accommodated state, the buffer system is accommodated in the belly of the aircraft body, the pontoon system is in contact with the water surface, and the safe take-off and landing of the aircraft body on the water surface is supported.

[0012] In the extended state, the buffer system is extended from the belly of the aircraft body, the buffer system is in contact with the ground, and the safe take-off and landing of the aircraft body on the ground is supported.

[0013] In some embodiments, each water take-off and landing pontoon system includes a take-off and landing pontoon device and a damping device, the take-off and landing pontoon device being connected to the belly of the aircraft body through the damping device; the damping device includes a connecting mechanism, a buffer mechanism, and a hinged mechanism; one end of the connecting mechanism is fixed outside the belly of the aircraft body, the other end of the connecting mechanism is movably connected to the upper end of the buffer mechanism, and the lower end of the buffer mechanism is connected to the take-off and landing pontoon device through the hinged mechanism.

[0014] By integrating the take-off and landing pontoon device and the damping device in each water take-off and landing pontoon system, the operating performance and safety of the amphibious aircraft are significantly improved. One end of the connecting mechanism is fixed outside the belly of the aircraft body, and the other end is movably connected to the buffer mechanism, so that the pontoon system can be flexibly adjusted according to the water surface conditions, effectively absorbing and relieving the impact force generated during water take-off and landing, and protecting the aircraft structure from damage. At the same time, the buffer mechanism is connected to the take-off and landing pontoon device through the hinged mechanism, ensuring stable and reliable support in various sea conditions, and enhancing the stability and reliability of the overall system. This innovative design improves the stability and safety of the aircraft during water operation.

[0015] In some embodiments, the connecting mechanism is in the shape of an outer "7". The connecting mechanism includes a horizontal rod and an inclined rod connected or integrally formed, the horizontal rod is a solid structure, the upper part of the inclined rod is a solid structure, and the lower part of the inclined rod is a hollow structure; the inner wall of the hollow structure is provided with protrusions corresponding to the length direction of the inclined rod, the number of protrusions is at least one, and the lower end of the protrusion is spaced from the tail of the inclined rod; the protrusions are slidably connected to the buffer mechanism.

[0016] By designing the connecting mechanism as an outer "7" shape and using a combination of horizontal and inclined rods, the performance and reliability of the amphibious aircraft float system are significantly improved. The horizontal rod is solid, providing stable connection force, while the inclined rod has a solid upper part and a hollow lower part, ensuring strength and reducing weight, while providing space for the buffer mechanism to move. The protrusions on the inner wall of the hollow part of the inclined rod are connected with the buffer mechanism, not only enhancing the flexibility of the connection, but also effectively dispersing the impact force, improving the damping effect, and ensuring the connection force between the buffer mechanism and the inclined rod. In addition, the spacing design between the lower end of the protrusions and the tail of the inclined rod further ensures the connection force between the buffer mechanism and the inclined rod, improving the safety of the device. This design not only reduces the overall weight, but also improves the durability and adaptability of the float system, further optimizing the stability and safety of the aircraft during water take-off and landing

[0017] In some embodiments, the buffer mechanism includes a first elastic member, a telescopic rod, a second elastic member, a fixing ring, and a mounting seat. The upper end of the first elastic member is fixedly connected with the solid structure of the inclined rod and can be compressed. The lower end of the first elastic member is in abutment with the upper part of the telescopic rod. The lower part of the telescopic rod is successively sleeved with the fixing ring and the second elastic member. The fixing ring is fixedly connected with the second elastic member, and the second elastic member can be compressed. The tail end of the telescopic rod is fixedly connected with the mounting seat.

[0018] By integrating the first elastic member, telescopic rod, second elastic member, fixing ring, and mounting seat in the buffer mechanism, the shock absorption performance and structural stability of the amphibious aircraft during water take-off and landing are significantly improved. First, the first elastic member is connected with the solid structure of the inclined rod and can be compressed, effectively absorbing the initial impact force and reducing the direct impact on the aircraft body. Then, the telescopic rod transmits the remaining vibration to the second elastic member, which absorbs the impact energy through a double damping mechanism to ensure smooth transition. The combination of the fixing ring and the second elastic member not only enhances the stability of the system, but also optimizes the force transmission path, avoiding damage to components caused by severe impact. In addition, the fixed connection of the telescopic rod end and the mounting seat provides additional support to ensure that the entire buffer system works stably under various conditions. This design not only improves the safety and comfort of the aircraft during water operation, but also prolongs the service life of the equipment.

[0019] In some embodiments, the first elastic member is completely located in the hollow structure of the inclined rod and can be compressed within the hollow structure. The telescopic rod is partially located in the hollow structure, and the side wall of the telescopic rod is provided with a sliding groove along the length direction thereof, which corresponds to the protrusions on the inner wall of the hollow structure of the inclined rod, so that the protrusions can slide along the direction of the sliding groove.

[0020] The design achieves efficient space utilization and excellent shock absorption performance by placing the first elastic member entirely within the hollow structure of the inclined rod, positioning the telescopic rod part in the hollow structure, and setting a sliding groove on the telescopic rod sidewall that matches the inclined rod inner wall protrusions. First, the design of the first elastic member inside the inclined rod not only saves space but also provides effective protection for the elastic member, preventing damage from external factors and enhancing durability. Second, the sliding groove on the telescopic rod cooperates with the protrusions inside the inclined rod to ensure that the telescopic rod can smoothly slide along the predetermined trajectory during compression and rebound, preventing deviation or jamming, and improving the stability and reliability of the system. This precise design not only optimizes the force transmission path, allowing impact energy to be evenly dispersed and absorbed, but also enhances the overall shock absorption effect of the buffer mechanism, ensuring that the aircraft is more stable and safe during water take-off and landing, and prolonging the service life of the equipment.

[0021] In some embodiments, the hinge mechanism includes a hinge seat and a hinge rod, the hinge seat is fixedly installed at the upper end of the take-off and landing float device, and the lower end of the hinge rod is hinged with the hinge seat along the length direction of the take-off and landing float device, and the upper end of the hinge rod is fixedly or rotatably connected with the lower end of the mounting seat.

[0022] The design realizes the flexible connection between the take-off and landing float device and the aircraft body through the hinge seat and hinge rod in the hinge mechanism. The lower end of the hinge rod is hinged with the hinge seat fixed at the upper end of the take-off and landing float device along the length direction of the float, and the upper end is rotatably connected with the mounting seat. This design is mainly to ensure the flexibility and stability of the aircraft when turning with the float device. Rotational connection ensures that the float device can automatically adjust its posture according to the turning angle of the aircraft, avoiding structural damage or performance degradation caused by forced twisting, thereby improving the safety and maneuverability of the aircraft during water operation. In addition, it also optimizes the force transmission path, allowing impact forces to be evenly dispersed, reducing local stress concentration, prolonging the service life of the equipment, and providing a more stable and safe operation experience for pilots, especially when performing turning and control tasks in complex water environments. This design significantly improves the overall performance and reliability of amphibious aircraft.

[0023] In some embodiments, the buffer system includes a front buffer system and a rear buffer system, the front buffer system and the rear buffer system pass through the gap of the left and right water take-off and landing float system, are accommodated in the belly of the aircraft body, and can be extended from the belly of the aircraft body to provide necessary buffer and support when ground take-off is needed.

[0024] It optimizes space utilization, allowing the buffer system to be completely hidden in the aircraft body when not in use, reducing air resistance and maintaining a streamlined appearance, improving flight efficiency. Secondly, when performing ground take-off and landing operations, the front and rear buffer systems can quickly and smoothly extend from the aircraft belly, providing strong support and buffering effect, ensuring the safety and stability of the aircraft on various ground surfaces. In addition, this layout also avoids affecting the function of the float system, ensuring the versatility and adaptability of the aircraft in water and ground environments, providing users with a more flexible, efficient and safe operation platform. Overall, this design not only enhances the operational performance of the aircraft, but also is suitable for a variety of complex task requirements.

[0025] In some embodiments, the buffer system includes a cylinder group, a linkage mechanism, and an aircraft tire, the cylinder group includes a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder, the first cylinder is inclinedly arranged, the fixed end of the first cylinder is connected to the belly of the aircraft body through a hinge, the telescopic end of the first cylinder is hingedly connected to the middle of the second cylinder, the fixed end of the second cylinder is rotationally connected to the belly of the aircraft body, and the telescopic end of the second cylinder is hingedly connected to the linkage mechanism; the third cylinder and the fourth cylinder are distributed on the left and right sides of the linkage mechanism, and the third cylinder and the fourth cylinder are respectively telescopically connected to the aircraft tire.

[0026] The design significantly improves the stability and safety of the amphibious aircraft during ground take-off and landing by adopting a buffer system composed of a cylinder group, a linkage mechanism, and an aircraft tire. The cylinder group includes a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder, wherein the first cylinder is inclinedly arranged and connected to the belly of the aircraft body through a hinge, its telescopic end is hingedly connected to the middle of the second cylinder, and the fixed end of the second cylinder is rotationally connected to the belly of the aircraft body, and its telescopic end is hingedly connected to the linkage mechanism. This layout not only provides multi-directional support and buffering effect, but also facilitates the storage of the buffer system in the aircraft belly. In addition, the third cylinder and the fourth cylinder are distributed on the left and right sides of the linkage mechanism and are telescopically connected to the aircraft tire, which can shorten the transverse distance between the aircraft tire and the center axis of the aircraft itself, further adapting to the gap of the float system.

[0027] In some embodiments, the linkage mechanism includes a positioning joint, an adjusting arm, and a linkage pipe; the positioning joint is installed on the left and right sides of the second cylinder and the upper end of the third and fourth cylinders respectively; the adjusting arm realizes the hinge connection between the second cylinder and the third cylinder, and the hinge connection between the second cylinder and the fourth cylinder through the positioning joint; the telescopic end of the second cylinder is hingedly connected to one end of two linkage pipes, and the other end of each linkage pipe is fixedly connected to the fixed end of the third and fourth cylinders respectively.

[0028] Through the ingenious combination of the positioning joints, the adjusting arms and the connecting rod tubes in the connecting rod mechanism, the efficient storage and deployment functions of the buffer system are realized, and remarkable beneficial effects are brought. The positioning joints are respectively installed on the left and right sides of the second oil cylinder and on the upper ends of the third and fourth oil cylinders, so that the components can be flexibly hinged. The adjusting arms realize the hinging between the second oil cylinder and the third and fourth oil cylinders through the positioning joints, so that the system parts can be tightly folded. The telescopic end of the second oil cylinder is hinged with one end of two connecting rod tubes, and the other end of each connecting rod tube is fixedly connected with the fixed end of the third and fourth oil cylinders, which not only ensures the stability and reliability of the buffer system in the working state, but also greatly facilitates the storage of the system. When not in use, the entire buffer system can be compactly stored in the belly of the aircraft body through the folding function of the connecting rod mechanism, reducing the occupied space and air resistance during flight, and optimizing the streamline appearance. In addition, this compact storage method also simplifies the maintenance process, improves the durability and operational flexibility of the equipment.

[0029] In the second aspect, the amphibious aircraft includes an air pick-up truck, a helicopter, a passenger aircraft and a cargo aircraft.

[0030] The adaptability of multiple types of aircraft enables the design to meet the needs of different user groups, whether for cargo transportation, passenger transportation or special task execution (such as search and rescue or fire extinguishing), an appropriate model can be found.

[0031] (Three) beneficial effects

[0032] The amphibious aircraft provided by the embodiment of the utility model realizes safe and stable take-off and landing on water and land through the ingenious design of the water surface take-off and landing float system and the ground take-off and landing buffer system. The design enables the float system to be located on the left and right sides of the belly of the aircraft body, while the buffer system is located on the front and rear sides, and can be completely stored in the aircraft body when not in use, thereby reducing air resistance and maintaining a streamline appearance. When take-off and landing on the ground is required, the buffer system can be quickly extended to provide the necessary support force and buffer effect, ensuring the safety and comfort of operation. This innovative design not only significantly improves the multifunctionality and environmental adaptability of the aircraft, but also optimizes the space utilization efficiency, and is suitable for multiple types of aircraft, including air pick-up trucks, helicopters, passenger aircraft and cargo aircraft, etc., meeting different task requirements, greatly expanding the application range and practicality, and providing a safer, more efficient and flexible solution. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 It is a schematic diagram of the overall structure of the aircraft of the utility model;

[0034] Figure 2It is the structural schematic diagram of the aircraft with take-off and landing pontoon device system of the utility model;

[0035] Figure 3 It is the structural schematic diagram of the aircraft with buffer system of the utility model;

[0036] Figure 4 It is the structural schematic diagram of the buffer system of the utility model;

[0037] Figure 5 It is the structural schematic diagram of the damping device of the utility model;

[0038] Figure 6 It is the structural schematic diagram of the connecting mechanism of the utility model.

[0039]

Explanation of reference numerals

[0040] 1, aircraft body;2, pontoon system;3, buffer system;

[0041] 21, take-off and landing pontoon device;22, damping device;

[0042] 221, connecting mechanism;222, buffer mechanism;223, hinged mechanism;

[0043] 2211, cross bar;2212, inclined rod;2213, convex strip;

[0044] 2221, first elastic member;2222, telescopic rod;2223, second elastic member;2224, fixed ring;2225, mounting seat;

[0045] 2231, hinged seat;2232, hinged rod;

[0046] 31, oil cylinder group;32, connecting rod mechanism;33, aircraft tire;

[0047] 311, first oil cylinder;312, second oil cylinder;313, third oil cylinder;314, fourth oil cylinder;

[0048] 321, positioning joint;322, adjusting arm;323, connecting rod pipe. DETAILED DESCRIPTION

[0049] The embodiments of the present application will be further described in detail below with reference to the drawings and examples. The detailed description of the following examples and drawings are used to exemplarily illustrate the principles of the present application, but cannot be used to limit the scope of the present application, and the present application can be implemented in many different forms, and is not limited to the specific examples disclosed in the text, but includes all technical solutions falling within the scope of the claims.

[0050] The present application provides these examples is to make the present application and complete, and to the person skilled in the art fully express the scope of the present application. It should be noted that: unless otherwise specified, the relative arrangement of components and steps, the composition of materials, numerical expressions and values set forth in these examples should be interpreted as merely exemplary, and not as limiting.

[0051] It should be noted that, in the description of the present application, unless otherwise specified, the meaning of "a plurality of" is greater than or equal to two; The orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "inner", "outer" and the like is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, therefore it cannot be understood as a limitation on the present application. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0052] In addition, "first", "second" and similar words used in the present application do not represent any order, number or importance, but are only used to distinguish different parts. "Vertical" is not strictly vertical, but within the allowable range of error. "Parallel" is not strictly parallel, but within the allowable range of error. "Include" or "contain" and similar words mean that the elements before the word cover the elements listed after the word, and do not exclude the possibility of also covering other elements.

[0053] It should also be noted that, in the description of the present application, unless otherwise specifically provided and limited, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; It can be directly connected, or indirectly connected through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances. When it is described that a specific device is located between the first device and the second device, there can be an intermediate device between the specific device and the first device or the second device, or there can be no intermediate device.

[0054] All terms used in the present application have the same meaning as understood by those skilled in the art to which the present application belongs, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries should be interpreted to have meanings consistent with their meanings in the context of the relevant technology, and should not be interpreted in an idealized or excessively formalized sense, unless otherwise defined explicitly herein.

[0055] Techniques, methods and equipment known to those skilled in the relevant art can not be discussed in detail, but in appropriate cases, the techniques, methods and equipment should be considered as part of the specification.

[0056] The take-off and landing float device in the text has the same internal structure as the prior art take-off and landing float device, and therefore will not be described again. The rest of the aircraft structure is the same as the prior art aircraft, and therefore the aircraft brake device, such as the brake disc, the motor position, and the like, is not described. The drawings in the text are schematic diagrams, and in order to further observe the rotating mode of the four oil cylinders, the size of the aircraft belly is therefore reduced.

[0057] In a first aspect, the embodiments of the utility model provide an amphibious aircraft.

[0058] Referring to Figures 1-3 , the amphibious aircraft comprises an aircraft body 1, a water surface take-off and landing float system 2 located below the belly of the aircraft body 1, and a ground take-off and landing buffer system 3, the float system 2 is located on the left and right sides of the belly of the aircraft body 1, and the buffer system 3 is located on the front and rear sides of the belly of the aircraft body 1.

[0059] The ground take-off and landing buffer system 3 can be accommodated in the belly of the aircraft body 1 and extended from the belly of the aircraft body 1 when needed, and when the buffer system 3 is in the extended state, the vertical distance between the lower end of the ground take-off and landing buffer system 3 and the belly of the aircraft body 1 exceeds the vertical distance between the float system 2 and the belly of the aircraft body 1.

[0060] In the accommodated state, the buffer system 3 is accommodated in the belly of the aircraft body 1, the float system 2 is in contact with the water surface, and supports the safe take-off and landing of the aircraft body 1 on the water surface.

[0061] In the extended state, the buffer system 3 is extended from the belly of the aircraft body 1, the buffer system 3 is in contact with the ground, and supports the safe take-off and landing of the aircraft body 1 on the ground.

[0062] This design enables the aircraft to safely take off and land on water and land, greatly expanding its application scenarios. Whether on land or natural water, the aircraft can respond flexibly, improving overall operational flexibility.

[0063] The ground take-off and landing buffer system 3 can be completely accommodated in the belly of the aircraft body 1 when not in use, thereby reducing air resistance during flight, maintaining a streamlined appearance, and improving flight efficiency. This design not only saves space, but also optimizes flight performance.

[0064] When taking off and landing on the water surface, the float system 2 provides stable support, ensuring that the aircraft can also land and take off smoothly on the water surface; and when taking off and landing on the ground, the extended buffer system 3 provides the necessary support force and buffering effect, protecting the aircraft structure and passenger safety, and improving the riding experience.

[0065] When the buffer system 3 is in the extended state, the vertical distance between its lower end and the belly of the aircraft body 1 exceeds the vertical distance of the pontoon system 2, ensuring stability and reliability under various ground conditions, reducing the impact of uneven ground on the aircraft, and ensuring that the buffer system 3 is in contact with the ground first during ground landing.

[0066] The telescopic design of the buffer system 3 simplifies the operation process, making it simple and fast to switch from water mode to ground mode. In addition, the modular design also facilitates daily maintenance and repair, reducing maintenance costs and complexity.

[0067] Referring to Figure 2 , Figure 5 Each water take-off and landing pontoon system 2 includes a take-off and landing pontoon device 21 and a shock-absorbing device 22, the take-off and landing pontoon device 21 being connected to the belly of the aircraft body 1 through the shock-absorbing device 22; the shock-absorbing device 22 includes a connecting mechanism 221, a buffer mechanism 222, and a hinged mechanism 223; one end of the connecting mechanism 221 is fixed to the outside of the belly of the aircraft body 1, the other end of the connecting mechanism 221 is movably connected to the upper end of the buffer mechanism 222, the lower end of the buffer mechanism 222 is connected to the take-off and landing pontoon device 21 through the hinged mechanism 223, and the hinged mechanism 223 is movably or fixedly connected to the take-off and landing pontoon device 21.

[0068] The shock-absorbing device 22 can effectively absorb the impact force generated during water take-off and landing, protecting the aircraft structure from damage. The presence of the buffer mechanism 222 allows the impact energy to be gradually absorbed at different intensities, thereby improving the safety and comfort of the aircraft during water operation.

[0069] One end of the connecting mechanism 221 is fixed to the outside of the belly of the aircraft body 1, the other end is movably connected to the buffer mechanism 222, and the lower end of the buffer mechanism 222 is connected to the take-off and landing pontoon device 21 through the hinged mechanism 223. The four buffer mechanisms 222 form a splayed shape, further enhancing the buffering effect.

[0070] The design of the hinged mechanism 223 allows the take-off and landing pontoon device 21 to displace or rotate appropriately when impacted, thereby better adapting to uneven water surfaces, reducing the risk of equipment damage or personnel injury due to severe vibration, and further improving flight safety.

[0071] Through careful design of the connecting mechanism 221, the buffer mechanism 222, and the hinged mechanism 223, the impact force can be effectively transmitted and dispersed along a predetermined path, avoiding local stress concentration, prolonging the service life of the equipment, and reducing maintenance requirements.

[0072] Referring to Figure 5 and Figure 6The connecting mechanism 221 is in the shape of an outer "7". The connecting mechanism 221 comprises a horizontal rod 2211 and an inclined rod 2212. The horizontal rod 2211 and the inclined rod 2212 are connected or integrally formed. The horizontal rod 2211 can be slightly inclined to the horizontal plane. The horizontal rod 2211 is solid. The upper part of the inclined rod 2212 is solid, and the lower part of the inclined rod 2212 is hollow. The inner wall of the hollow structure is provided with protrusions 2213 along the length direction of the inclined rod 2212. The number of the protrusions 2213 is at least one, and preferably four. The lower end of the protrusion 2213 is spaced from the tail of the inclined rod 2212, so that the end of the protrusion 2213 is located above the end of the inclined rod 2212, ensuring the connection between the buffer mechanism 222 and the connecting mechanism. The protrusion 2213 is in sliding connection with the buffer mechanism 222.

[0073] The inner wall of the hollow part of the inclined rod 2212 is provided with at least one (preferably four) protrusions 2213 along the length direction. The protrusions 2213 are in sliding connection with the buffer mechanism 222, so that the buffer mechanism 222 can smoothly slide along the predetermined trajectory when subjected to force. This design enhances the flexibility of the damping system, ensures that the impact force can be evenly dispersed, and thus improves the stability and comfort of the aircraft during water take-off and landing.

[0074] Referring to Figure 5 The buffer mechanism 222 comprises a first elastic member 2221, an extension rod 2222, a second elastic member 2223, a fixing ring 2224, and a mounting seat 2225. The upper end of the first elastic member 2221 is fixedly connected with the solid structure of the inclined rod 2212 and can be compressed. The lower end of the first elastic member 2221 is in abutment with the upper part of the extension rod 2222. The lower part of the extension rod 2222 is successively sleeved with the fixing ring 2224 and the second elastic member 2223. The fixing ring 2224 is fixedly connected with the second elastic member 2223, and the second elastic member 2223 can be compressed. The tail end of the extension rod 2222 is fixedly connected with the mounting seat 2225.

[0075] By adopting the double damping design of the first elastic member 2221 (spring) and the second elastic member 2223 (spring), different intensity of impact force can be effectively absorbed. The first elastic member 2221 is located between the solid structure of the inclined rod 2212 and the telescopic rod 2222, mainly used to absorb the initial impact force; while the second elastic member 2223 further relieves the remaining vibration, ensuring that the impact energy is gradually absorbed, thereby providing a smooth damping effect. By adopting the double damping design of the first elastic member 2221 and the second elastic member 2223, different intensity of impact force can be effectively absorbed. The first elastic member 2221 is located between the solid structure of the inclined rod 2212 and the telescopic rod 2222, mainly used to absorb the initial impact force; while the second elastic member 2223 further relieves the remaining vibration, ensuring that the impact energy is gradually absorbed, thereby providing a smooth damping effect.

[0076] The lower part of the telescopic rod 2222 is sequentially sleeved with a fixing ring 2224 and a second elastic member 2223, and the fixing ring 2224 is fixedly connected with the second elastic member 2223, so that the entire buffer system 3 is more stable and reliable. The tail end of the telescopic rod 2222 is fixedly connected with a mounting seat 2225, providing additional support to ensure that the buffer mechanism 222 can work stably under various conditions, avoiding the loosening or damage of parts caused by severe impact.

[0077] The size of the fixing ring 2224 matches the size of the inclined rod 2212, which plays a limiting role to ensure that the second elastic member 2223 will not enter the inside of the inclined rod 2212.

[0078] The telescopic rod 2222 can be dynamically adjusted according to the size of the impact force, and cooperates with the joint action of the first elastic member 2221 and the second elastic member 2223 to ensure that the best buffering effect can be provided under different impact conditions. This design not only improves the flexibility of the system, but also enhances the overall adaptability, which is suitable for various complex take-off and landing environments.

[0079] The first elastic member 2221 can be sleeved with a buffer rod inside, further playing a buffering effect, and at the same time, avoiding the deformation of the first elastic member 2221 caused by excessive compression.

[0080] The design of the buffer mechanism 222 effectively reduces the impact of water surface and ground take-off and landing on the plane and passengers, improves the safety of operation and the comfort of riding. Especially in complex sea conditions or uneven ground, the effect of the buffer mechanism 222 is particularly obvious, providing a more stable and reliable flight experience for users.

[0081] Referring to Figure 5The first elastic member 2221 is completely located in the hollow structure of the inclined rod 2212 and can be compressed within the hollow structure. The telescopic rod 2222 is partially located in the hollow structure, and the side wall of the telescopic rod 2222 is provided with a sliding groove along the length direction thereof, which corresponds to the protrusions 2213 on the inner wall of the hollow structure of the inclined rod 2212, so that the protrusions 2213 can slide along the direction of the sliding groove.

[0082] The first elastic member 2221 is completely located in the hollow structure of the inclined rod 2212, which not only saves external space but also avoids damage caused by external factors, thereby improving durability and stability. This compact design optimizes the overall layout, reduces the space occupied by the buffer system 3, helps to maintain the streamlined appearance of the aircraft, and reduces air resistance.

[0083] The sliding groove on the side wall of the telescopic rod 2222 cooperates with the protrusions 2213 on the inner wall of the hollow structure of the inclined rod 2212, ensuring that the telescopic rod 2222 can smoothly slide in a fixed direction during compression and rebound. This precise guiding mechanism avoids deviation or jamming, enhances the stability and reliability of the system, and ensures smooth operation of the buffer mechanism 222 throughout the entire working range.

[0084] When the first elastic member 2221 is compressed within the hollow structure, it can effectively absorb the initial impact force. The telescopic rod 2222 further disperses vibration energy through the cooperation of the sliding groove and the protrusions 2213, ensuring that the impact force is evenly transmitted and dissipated. This dual damping mechanism improves the overall performance of the buffer system 3, making the aircraft more stable and safe during takeoff and landing on water and land.

[0085] The cooperation of the sliding groove and the protrusions 2213 also further realizes the connection between the inclined rod 2212 and the buffer mechanism 222. The first elastic member 2221 can be sleeved with a buffer rod inside, further playing a buffering effect, while avoiding deformation of the first elastic member 2221 due to excessive compression. It also ensures the connection force between the buffer rod and the telescopic rod 2222, further enhancing safety performance.

[0086] In this application, the oil cylinder, telescopic rod, and buffer rod can all be hydraulic cylinders commonly used for buffering in aircraft, i.e., shock absorbers.

[0087] Referring to Figure 2 and Figure 5 , the hinge mechanism 223 includes a hinge seat 2231 and a hinge rod 2232. The hinge seat 2231 is fixedly installed at the upper end of the takeoff and landing float device 21, and the lower end of the hinge rod 2232 is hingedly connected to the hinge seat 2231 along the length direction of the takeoff and landing float device 21.

[0088] The upper end of the hinge rod 2232 is fixedly or rotatably connected to the lower end of the mounting seat 2225.

[0089] The lower end of the articulated rod 2232 is articulated with the articulated seat 2231 along the length direction of the take-off and landing float device 21, and the upper end is fixed or rotatably connected with the mounting seat 2225, so that the float device can flexibly adjust the posture according to the angle change when the aircraft turns. This greatly improves the flexibility of the aircraft when operating on the water surface.

[0090] Through the design of the articulated mechanism 223, the float device can automatically adapt to the water surface fluctuation under different sea conditions, maintain the optimal contact angle with the water surface, thereby improving the stability and safety of the aircraft during water take-off and landing. Especially when performing turning and maneuvering tasks in complex water environment, this design can effectively reduce the additional stress caused by uneven water surface and protect the aircraft structure from damage.

[0091] The design of the articulated mechanism 223 optimizes the force transmission path, so that the impact force generated during take-off and landing can be evenly distributed to the entire buffer system 3, reducing local stress concentration and prolonging the service life of the equipment.

[0092] Referring to Figure 1 and Figure 3 , the buffer system 3 includes a front buffer system 3 and a rear buffer system 3, which pass through the gap between the left and right water take-off float systems 2, are accommodated inside the belly of the aircraft body 1, and can be extended from the belly of the aircraft body 1 to provide necessary buffer and support when ground take-off is required.

[0093] Referring to Figure 3 and Figure 4 , the buffer system 3 includes an oil cylinder group 31, a connecting rod mechanism 32 and an aircraft tire 33, the oil cylinder group 31 includes a first oil cylinder 311, a second oil cylinder 312, a third oil cylinder 313 and a fourth oil cylinder 314, the first oil cylinder 311 is obliquely arranged, the fixed end of the first oil cylinder 311 is hingedly connected with the belly of the aircraft body 1, the telescopic end of the first oil cylinder 311 is hingedly connected with the middle of the second oil cylinder 312, the fixed end of the second oil cylinder 312 is rotatably connected with the belly of the aircraft body 1, and the telescopic end of the second oil cylinder 312 is hingedly connected with the connecting rod mechanism 32; the third oil cylinder 313 and the fourth oil cylinder 314 are distributed on the left and right sides of the connecting rod mechanism 32, and the third oil cylinder 313 and the fourth oil cylinder 314 are respectively in telescopic connection with the aircraft tire 33.

[0094] Figure 4 In the first oil cylinder 311, the fixed end is a hinge shaft, and the fixed end of the second oil cylinder 312 is a rotating shaft.

[0095] By using multiple oil cylinders (first oil cylinder 311, second oil cylinder 312, third oil cylinder 313 and fourth oil cylinder 314, all of which are conventional oil cylinders used on aircraft), the buffer system 3 can provide strong support force and buffering effect in different directions. The first oil cylinder 311 is inclined and connected to the belly of the aircraft body 1 through a hinge, and the telescopic end is hingedly connected to the middle of the second oil cylinder 312, which ensures that the impact force from different angles can be effectively absorbed during take-off and landing.

[0096] This structure design realizes the conversion of the aircraft buffer system 3 from storage to extension.

[0097] The first oil cylinder 311 and the second oil cylinder 312 can be sleeved with springs to further play a buffering role.

[0098] Referring to Figures 1-6 , the connecting rod mechanism 32 includes positioning joints 321, adjusting arms 322 and connecting rod pipes; the positioning joints 321 are respectively installed on the left and right sides of the second oil cylinder 312 and the upper ends of the third oil cylinder 313 and the fourth oil cylinder 314; the adjusting arms 322 realize the hinging between the second oil cylinder 312 and the third oil cylinder 313 and the hinging between the second oil cylinder 312 and the fourth oil cylinder 314 through the positioning joints 321; the telescopic end of the second oil cylinder 312 is hingedly connected to one end of two connecting rod pipes, and the other end of each connecting rod pipe is fixedly connected to the fixed end of the third oil cylinder 313 and the fourth oil cylinder 314, respectively.

[0099] During the storage process, the end of the first oil cylinder 311 will rotate in a hinged manner, slowly changing from an inclined state to a nearly horizontal state. During the compression of the first oil cylinder 311, the second oil cylinder 312 is driven to move towards the belly of the aircraft. At the same time, the second oil cylinder 312 is compressed, and the adjusting arms 322 and the connecting rod pipes tend to move in the axial direction of the second oil cylinder 312, forming a nearly vertical state, according to the setting of the connecting rod mechanism 32. The third oil cylinder 313 and the fourth oil cylinder 314 are compressed, further reducing the distance between the aircraft wheels and the axial direction of the second oil cylinder 312, and the overall size is reduced, which is more convenient for storage in the belly of the aircraft.

[0100] In the extended state, the process is opposite to the above process.

[0101] The rear buffer system has the same structure as the front buffer system, so it will not be described again.

[0102] In the second aspect, the amphibious aircraft includes an air pick-up truck, a helicopter, a passenger aircraft and a cargo aircraft.

[0103] So far, the embodiments of the present application have been described in detail. In order not to obscure the concept of the present application, some details known in the art are not described. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein according to the above description.

[0104] While some specific embodiments of the present application have been described in detail by way of examples, those skilled in the art should understand that these examples are only for illustration, but not to limit the scope of the present application. Those skilled in the art should understand that modifications of the above embodiments or equivalent replacements of some technical features can be made without departing from the scope and spirit of the present application. In particular, each technical feature mentioned in each embodiment can be combined in any manner as long as there is no structural conflict.

Claims

1. An amphibious aircraft, characterized in that, The aircraft body (1), the water take-off and landing pontoon system (2) under the belly of the aircraft body (1) and the ground take-off and landing buffer system (3), the pontoon system (2) is located on the left and right sides of the belly of the aircraft body (1), and the buffer system (3) is located on the front and rear sides of the belly of the aircraft body (1); The ground take-off and landing buffer system (3) can be accommodated in the belly of the aircraft body (1) and extended from the belly of the aircraft body (1) when needed, and the vertical distance between the lower end of the ground take-off and landing buffer system (3) and the belly of the aircraft body (1) exceeds the vertical distance between the pontoon system (2) and the belly of the aircraft body (1) when the buffer system (3) is in the extended state; In the accommodation state, the buffer system (3) is accommodated in the belly of the aircraft body (1), the pontoon system (2) is in contact with the water surface, and the safe take-off and landing of the aircraft body (1) on the water surface is supported; In the extended state, the buffer system (3) is extended from the belly of the aircraft body (1), the buffer system (3) is in contact with the ground, and the safe take-off and landing of the aircraft body (1) on the ground is supported.

2. The amphibious aircraft according to claim 1, characterized in that, Each water take-off and landing pontoon system (2) includes a take-off and landing pontoon device (21) and a damping device (22), the take-off and landing pontoon device (21) is connected to the belly of the aircraft body (1) through the damping device (22); the damping device (22) includes a connecting mechanism (221), a buffer mechanism (222) and a hinged mechanism (223); one end of the connecting mechanism (221) is fixed outside the belly of the aircraft body (1), the other end of the connecting mechanism (221) is movably connected to the upper end of the buffer mechanism (222), and the lower end of the buffer mechanism (222) is connected to the take-off and landing pontoon device (21) through the hinged mechanism (223).

3. The amphibious aircraft according to claim 2, characterized in that The connecting mechanism (221) is in the shape of an outer "7", the connecting mechanism (221) includes a horizontal rod (2211) and an inclined rod (2212) connected or integrally formed, the horizontal rod (2211) is a solid structure, the upper part of the inclined rod (2212) is a solid structure, and the lower part of the inclined rod (2212) is a hollow structure; the inner wall of the hollow structure is provided with a convex strip (2213) corresponding to the length direction of the inclined rod (2212), the number of the convex strip (2213) is at least one, and the lower end of the convex strip (2213) is spaced from the tail part of the inclined rod (2212); the convex strip (2213) is slidably connected with the buffer mechanism (222).

4. The amphibious aircraft according to claim 3, characterized in that The buffer mechanism (222) comprises a first elastic member (2221), an extension rod (2222), a second elastic member (2223), a fixing ring (2224) and a mounting base (2225), the upper end of the first elastic member (2221) is fixedly connected with the solid structure of the inclined rod (2212) and can be compressed, the lower end of the first elastic member (2221) abuts against the upper part of the extension rod (2222), the lower part of the extension rod (2222) is sequentially sleeved with the fixing ring (2224) and the second elastic member (2223), the fixing ring (2224) is fixedly connected with the second elastic member (2223), and the second elastic member (2223) can be compressed, and the tail end of the extension rod (2222) is fixedly connected with the mounting base (2225).

5. The amphibious aircraft according to claim 4, characterized in that The first elastic member (2221) is completely located in the hollow structure of the inclined rod (2212) and can be compressed in the hollow structure, the extension rod (2222) is partially located in the hollow structure, the side wall of the extension rod (2222) is provided with a sliding groove along the length direction thereof, the sliding groove corresponds to the convex strip (2213) on the inner wall of the hollow structure of the inclined rod (2212), so that the convex strip (2213) can slide along the direction of the sliding groove.

6. The amphibious aircraft according to claim 5, characterized in that The hinge mechanism (223) comprises a hinge base (2231) and a hinge rod (2232), the hinge base (2231) is fixedly installed at the upper end of the take-off and landing buoy device (21), the lower end of the hinge rod (2232) is hingedly connected with the hinge base (2231) along the length direction of the take-off and landing buoy device (21), and the upper end of the hinge rod (2232) is fixedly or rotatably connected with the lower end of the mounting base (2225).

7. The amphibious aircraft according to claim 1, characterized in that The buffer system (3) comprises a front buffer system and a rear buffer system, the front buffer system and the rear buffer system pass through the gaps of the left and right water take-off and landing buoy systems (2), are accommodated in the belly of the aircraft body (1), and can be stretched out of the belly of the aircraft body (1) to provide necessary buffer and support when ground take-off is needed.

8. The amphibious aircraft according to claim 7, characterized in that The buffer system (3) comprises an oil cylinder group (31), a connecting rod mechanism (32) and an aircraft tire (33), the oil cylinder group (31) comprises a first oil cylinder (311), a second oil cylinder (312), a third oil cylinder (313) and a fourth oil cylinder (314), the first oil cylinder (311) is arranged obliquely, the fixed end of the first oil cylinder (311) is connected with the belly of the aircraft body (1) through a hinge, the telescopic end of the first oil cylinder (311) is hinged with the middle part of the second oil cylinder (312), the fixed end of the second oil cylinder (312) is rotationally connected with the belly of the aircraft body (1), and the telescopic end of the second oil cylinder (312) is hinged with the connecting rod mechanism (32); the third oil cylinder (313) and the fourth oil cylinder (314) are distributed on the left and right sides of the connecting rod mechanism (32), and the third oil cylinder (313) and the fourth oil cylinder (314) are respectively connected with the aircraft tire (33) in an extension mode.

9. The amphibious aircraft according to claim 8, characterized in that The connecting rod mechanism (32) comprises a positioning joint (321), an adjusting arm (322) and a connecting rod pipe (323); The positioning joint (321) is respectively installed on the left and right sides of the second oil cylinder (312) and the upper end of the third oil cylinder (313) and the fourth oil cylinder (314); The adjusting arm (322) realizes the hinging between the second oil cylinder (312) and the third oil cylinder (313) and the hinging between the second oil cylinder (312) and the fourth oil cylinder (314) through the positioning joint (321); The telescopic end of the second oil cylinder (312) is hinged with one end of two connecting rod pipes (323), and the other end of each connecting rod pipe (323) is fixedly connected with the fixed end of the third oil cylinder (313) and the fourth oil cylinder (314) respectively.

10. The amphibious aircraft according to any of claims 1-9, characterised in that The aircraft includes an aerial pickup truck, a helicopter, a passenger aircraft and a cargo aircraft.

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