Landing supporting mechanism and aircraft
By designing a landing support mechanism that includes a mounting base, inner struts, outer struts, and elastic elements, the problem of unstable landing for manned and unmanned aerial vehicles was solved, achieving a safe and reliable two-stage buffering effect and improving the landing safety and stability of the aircraft.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-02
- Publication Date
- 2026-03-03
AI Technical Summary
Existing manned and unmanned aerial vehicles lack independent, safe and reliable landing support mechanisms, which results in manned aircraft requiring high physical fitness from pilots, and unmanned aerial vehicles having rigid structures that lack elastic cushioning and are easily damaged.
The landing support mechanism, which includes a mounting base, inner strut, outer strut, first and second elastic elements, and a locking mechanism, achieves a smooth landing of the aircraft through the two-stage buffering effect of the elastic elements.
It effectively reduces the impact force when the aircraft lands, ensuring the safety of the flight crew and the aircraft, and improving the landing stability.
Smart Images
Figure CN223962263U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of aircraft shock absorption support technology, and in particular relates to a landing support mechanism and an aircraft. Background Technology
[0002] The "low-altitude economy" refers to economic activities based on low-altitude airspace and led by the general aviation industry, involving industries and applications such as low-altitude flight, aviation tourism, and scientific research and education. As an emerging industry, the low-altitude economy has a long industrial chain and strong driving force, with wide applications in fields such as medicine, meteorology, agriculture, emergency rescue, and commercial flight. Currently, common application products can be mainly divided into manned aircraft and unmanned aerial vehicles (UAVs). Manned aircraft mainly include single-person aircraft and gliders, while UAVs typically refer to drones. Currently, manned aircraft rely primarily on the pilot's legs for landing support, using techniques such as knee bending and running to cushion the impact and achieve a safe landing. UAVs usually have a support structure at the bottom, controlling the propeller speed to achieve a smooth landing. However, both types of aircraft lack independent, safe, and reliable support mechanisms. This results in manned aircraft requiring higher physical fitness and operational skills from pilots, while existing UAV support structures are typically rigid and lack elastic cushioning. For large UAVs, such as those used for agricultural planting and rescue, there is still a risk of impact damage upon landing. Utility Model Content
[0003] To address the shortcomings of existing technologies, this utility model provides a landing support mechanism and an aircraft, which can effectively improve the stability and safety of the aircraft during landing.
[0004] In order to achieve the purpose of this utility model, the following solution is proposed:
[0005] A landing support mechanism includes: a mounting base, an inner support rod, an outer support rod, a first elastic element, a second elastic element, and a locking mechanism;
[0006] The mounting bracket is used to connect the aircraft;
[0007] The front end of the inner strut is rotatably mounted on the mounting base;
[0008] One end of the first elastic element is connected to the inner support rod, and the other end of the first elastic element is located below the mounting base and connected to the mounting base or the aircraft.
[0009] The front end of the outer strut is rotatably connected to the rear end of the inner strut;
[0010] One end of the second elastic element is located on the inner support rod, and the other end is located on the outer support rod;
[0011] The locking mechanism is used to lock the retracted outer and inner support rods. When the outer and inner support rods are retracted, the rear end of the inner support rod faces downward and the rear end of the outer support rod faces upward, and both the first and second elastic elements are in a compressed state.
[0012] When the landing support mechanism is deployed, the rear end of the inner strut extends outward, and the angle between the inner strut and the vertical plane containing the front rotation axis is less than or equal to 90 degrees. The rear end of the outer strut faces downward and is lower than the bottom surface of the aircraft. The rear end of the outer strut is within the length range of the projection of the inner strut onto the bottom surface of the aircraft.
[0013] An aircraft includes the aforementioned landing support mechanism, wherein multiple sets of the landing support mechanism are evenly arranged on the outer side of the aircraft.
[0014] The beneficial effects of this utility model are as follows: under the combined action of the first elastic element and the second elastic element, a two-stage buffer effect is formed on the aircraft, thereby enabling the aircraft to land smoothly and effectively reducing the impact force when the aircraft lands, thus ensuring the safety of the flight personnel and the aircraft. Attached Figure Description
[0015] The accompanying drawings described herein are merely illustrative of selected embodiments, not all possible implementations, and are not intended to limit the scope of this invention.
[0016] Figure 1 A schematic diagram illustrating the principle of the landing support mechanism of this application when it retracts is shown.
[0017] Figure 2 A schematic diagram illustrating the deployment process of the landing support mechanism of this application is shown.
[0018] Figure 3 A schematic diagram illustrating the principle of the landing support mechanism deployed according to this application is shown.
[0019] Figure 4 A schematic diagram of a preferred structure of the first elastic element of this application is shown.
[0020] Figure 5 A cross-sectional view of a preferred embodiment of the landing support mechanism of this application when retracted is shown.
[0021] Figure 6 The image shows a side view of a preferred embodiment of the landing support mechanism of this application when it is retracted.
[0022] Figure 7 This shows a view of the other side of a preferred embodiment of the landing support mechanism of this application when it is retracted.
[0023] Figure 8 A schematic diagram of the landing support mechanism of this application when deployed is shown.
[0024] Figure 9 It shows Figure 8 A magnified view of a portion of point A in the middle.
[0025] Figure 10 A schematic diagram of the card block's installation structure is shown.
[0026] Figure 11 A cross-sectional view of a preferred embodiment of the landing support mechanism of this application is shown in deployment.
[0027] Figure 12 A schematic diagram of the landing support mechanism of this application when it is retracted is shown.
[0028] Figure 13 This diagram illustrates the structure of an alternative deployment configuration for the landing support mechanism.
[0029] Figure 14 This diagram shows a schematic of an installation structure for a landing support mechanism on an aircraft.
[0030] Figure 15 This diagram shows the landing support mechanism in its deployed state on the aircraft.
[0031] The markings in the diagram are: Mounting base-1, Connecting hole-11, Inner support rod-2, Through hole-21, Positioning screw-22, Extension plate-23, Countersunk hole-231, Outer support rod-3, Locking tongue-31, Locking hole-311, First elastic element-4, Vertical section-41, Inclined section-42, Strip hole-421, Second elastic element-5, Connecting tube-51, Connecting rod-52, Compression spring-53, Locking mechanism-6, Pin-61, Locking block-7, Horizontal plate-71, Vertical plate-72, Rotating shaft-73, Return spring-74, Buffer block-8, Outer wall-91. Detailed Implementation
[0032] To make the objectives, technical solutions and advantages of the present utility model clearer, the implementation methods of the present utility model will be described in detail below with reference to the accompanying drawings. However, the embodiments described in the present utility model are only some embodiments of the present utility model, and not all embodiments.
[0033] Example 1, such as Figures 1 to 3 As shown, a landing support mechanism includes: a mounting base 1, an inner support rod 2, an outer support rod 3, a first elastic element 4, a second elastic element 5, and a locking mechanism 6, wherein the first elastic element 4 and the second elastic element 5 can be designed as cylindrical spring structures.
[0034] Mounting bracket 1 is used to connect the aircraft, specifically, as follows: Figures 1 to 3 and Figure 14 , Figure 15 As shown, the mounting base 1 is connected to the outer wall 91 of the aircraft by screws or welding.
[0035] The front end of the inner support rod 2 is rotatably mounted on the mounting base 1.
[0036] like Figures 1 to 4 and Figure 12 , Figure 13 As shown, one end of the first elastic member 4 is connected to the inner support rod 2. Preferably, the first elastic member 4 can be connected to the middle or front section of the inner support rod 2. The other end of the first elastic member 4 is located below the mounting base 1 and is connected to the mounting base 1 or the aircraft.
[0037] As a preferred configuration, in this embodiment, the first elastic element 4 is connected to the lower end of the mounting base 1. In actual manufacturing, the mounting base 1 can be extended downwards to facilitate the connection of the first elastic element 4. This design not only facilitates the overall manufacturing and disassembly of the support mechanism but also effectively prevents concentrated stress on the outer wall of the aircraft when the first elastic element 4 is under tension or compression, thus preventing deformation of the aircraft's outer wall. Furthermore, this structure allows the first elastic element 4 and the mounting base 1 to form an independent force system, avoiding any impact on the installation stability of the mounting base 1 on the aircraft from the force generated between the first elastic element 4 and the aircraft.
[0038] The front end of the outer strut 3 is rotatably connected to the rear end of the inner strut 2. The axes of rotational connection at both ends of the inner strut 2 are parallel to each other, and when the landing support mechanism is assembled on the aircraft, the axes of rotational connection at both ends of the inner strut 2 are in a horizontal state.
[0039] One end of the second elastic element 5 is located on the inner support rod 2. Specifically, the connection point is located between the rear end of the first elastic element 4 and the inner support rod 2. The other end of the second elastic element 5 is located on the outer support rod 3. Specifically, the second elastic element 5 is connected to the middle or front section of the outer support rod 3.
[0040] Locking mechanism 6 is used to lock the retracted outer support rod 3 and inner support rod 2, such as Figure 1 , Figure 5 and Figure 12 As shown, when the outer support rod 3 and the inner support rod 2 are retracted, the rear end of the inner support rod 2 faces downward and the rear end of the outer support rod 3 faces upward, and both the first elastic element 4 and the second elastic element 5 are in a compressed state.
[0041] like Figure 3 , Figure 8 , Figure 11 , Figure 13As shown, when the landing support mechanism is deployed, after the locking mechanism 6 releases the outer support rod 3 and the inner support rod 2, the first elastic element 4 uses its own elastic force to push the rear end of the inner support rod 2 outwards from the outside of the aircraft. The angle between the inner support rod 2 and the vertical plane where the front rotation axis is located is less than or equal to 90 degrees. The second elastic element 5 uses its own elastic force to push the rear end of the outer support rod 3 to rotate outwards around the front end. The rear end of the outer support rod 3 faces downwards and is lower than the bottom surface of the aircraft. The rear end of the outer support rod 3 is located within the length range of the inner support rod 2 projected onto the bottom surface of the aircraft, so that the rear end of the outer support rod 3 is tilted towards the lower middle part of the aircraft.
[0042] Using the above method, the locking mechanism 6 is opened before the aircraft lands, such as... Figure 2 , Figure 3 As shown, the inner support rod 2 automatically unfolds outward under the elastic force of the first elastic element 4. Specifically, the lower end of the inner support rod 2 swings upward and outward from the aircraft to achieve the purpose of unfolding. The outer support rod 3 automatically unfolds outward under the action of the second elastic element 5. The rear end of the outer support rod 3 swings outward. When the rear end of the outer support rod 3 is outside the rear end of the inner support rod 2, the outer support rod 3 will swing rapidly downward around the rotation axis of the rear end of the inner support rod 2 under the combined action of gravity and the second elastic element 5.
[0043] In one embodiment, when the second elastic element 5 is a cylindrical spring and its two ends are rotatably connected to the inner support rod 2 and the outer support rod 3 respectively, if the rear end of the outer support rod 3 is to tilt towards the lower center of the aircraft after it is unfolded, then during the downward swing of the outer support rod 3, when the inner support rod 2 and the outer support rod 3 are in the same straight line, the cylindrical spring of the second elastic element 5 must be in a stretched state. This is to ensure that the rear end of the outer support rod 3 tilts towards the lower center of the aircraft after it is unfolded. In this way, the outer support rod 3 will be affected by the resistance generated when the second elastic element 5 is stretched during the downward swing. At this time, the weight of the outer support rod 3 and the initial elastic force of the second elastic element 5 can be used to drive the outer support rod 3 to swing downward, so as to overcome the swing resistance generated by the second elastic element 5 when it is stretched.
[0044] Upon landing, such as Figure 3As shown, the rear end of the outer strut 3 will directly contact the ground. At the moment of contact, the aircraft will continue to descend under the action of gravity. During the descent, the angle between the inner strut 2 and the lower end of the outer wall 91 will gradually increase, thereby stretching the first elastic element 4 to form a primary buffer, reducing the descent speed and downward impact of the aircraft. At the same time, the angle between the inner strut 2 and the outer strut 3 will decrease, thereby compressing the second elastic element 5 to form a secondary buffer, further reducing the descent speed and downward impact of the aircraft. Under the combined action of the first elastic element 4 and the second elastic element 5, the aircraft will land smoothly and effectively reduce the impact force during landing, thus ensuring the safety of the pilots and the aircraft.
[0045] Preferred, such as Figures 4 to 6 , Figure 8 , Figure 11 As shown, the locking mechanism 6 includes a pin 61 and a locking tongue 31 vertically mounted on the outer support rod 3. The locking tongue 31 has a locking hole 311, the inner support rod 2 has a through hole 21, and the bottom surface of the mounting base 1 has a connecting hole 11. When the inner support rod 2 and the outer support rod 3 are retracted, the locking tongue 31 passes through the through hole 21, the locking hole 311 is aligned with the connecting hole 11, and the pin 61 passes through both the locking hole 311 and the connecting hole 11 to lock the inner support rod 2 and the outer support rod 3. As a preferred solution, unlocking can be achieved by installing a pull rope at the bottom of the pin 61. By pulling the pull rope downwards, the pin 61 can be pulled out of the connecting hole 11. Afterwards, the inner support rod 2 and the outer support rod 3 will automatically unfold under the action of the first elastic element 4 and the second elastic element 5. To increase the automation of the unlocking process, a motor can also be installed on the mounting base 1 or the aircraft to control the extension and retraction of the pin 61. The motor can be further connected to the aircraft's control system, which can control the start and stop of the motor. Alternatively, the motor can be connected to a button controller operated by the pilot, who can control the motor to start via a button. In addition to the above solutions, a hook or a movable knot can also be used as the locking mechanism 6, both of which can achieve the locking and unlocking functions of the inner support rod 2 and the outer support rod 3.
[0046] Preferred, such as Figure 4 , Figure 5 , Figure 8 and Figure 11As shown, the first elastic element 4 is a spring plate structure, comprising a vertical section 41 and an inclined section 42. When the landing support mechanism is deployed, the angle between the vertical section 41 and the inclined section 42 is less than or equal to 90 degrees. This accommodates the condition that the angle between the inner support rod 2 and the vertical plane containing the front rotation axis is less than or equal to 90 degrees when the landing support mechanism is deployed. The vertical section 41 is fixed to the mounting base 1, and the inclined section 42 slides in contact with the top or bottom surface of the inner support rod 2. The inclined section 42 has a strip-shaped hole 421 along the length of the inner support rod 2, through which a positioning screw 22 passes. The positioning screw 22 passes through the strip-shaped hole 421, and the bottom surface of the head of the positioning screw 22 slides in contact with the surface of the inclined section 42. The first elastic element 4 with the above-described structure design has a more compact installation structure, avoids the torsion problem that exists when a cylindrical spring is compressed, and ensures that the inner support rod 2 can be deployed normally. Furthermore, the first elastic element 4 of the spring plate structure also has elastic force in two directions to meet the requirement that the first elastic element 4 is in a compressed state when the inner support rod 2 is retracted, and to meet the requirement of buffering the aircraft when it lands. In the two states, the elastic force generated by the first elastic element 4 is in opposite directions. During the switching between the two states, the tilting section 42 will move relative to the inner support rod 2 along the length direction of the inner support rod 2, thereby adapting to the change in angle between the vertical section 41 and the tilting section 42. The purpose of setting the positioning screw 22 is to prevent the tilting section 42 from separating from the inner support rod 2, thereby ensuring that the elastic force of the first elastic element 4 can be stably and effectively transmitted to the inner support rod 2.
[0047] Preferred, such as Figures 4 to 9 and Figures 11 to 13 As shown, the second elastic member 5 includes a connecting tube 51 and a connecting rod 52 passing through it. The outer ends of the connecting tube 51 and the connecting rod 52 are rotatably connected to the inner support rod 2 and the outer support rod 3, respectively. Specifically, the outer end of the connecting tube 51 can be rotatably connected to the inner support rod 2 and the outer end of the connecting rod 52 can be rotatably connected to the outer support rod 3, or the outer end of the connecting tube 51 can be rotatably connected to the outer support rod 3 and the outer end of the connecting rod 52 can be rotatably connected to the inner support rod 2. The second elastic element 5 also includes a compression spring 53, which passes through the inside of the connecting tube 51 or is sleeved on the outside of the connecting tube 51 and the connecting rod 52. The second elastic element 5 bears the pressure through the compression spring 53. During the unfolding of the outer support rod 3, the connecting rod 52 always passes through the connecting tube 51 to prevent the compression spring 53 from falling off. Compared with the cylindrical spring structure, the second elastic element 5 designed in the above structure can not only avoid the second elastic element 5 from generating swing resistance to the outer support rod 3 during the swinging process, because the two ends of the compression spring 53 do not need to be fixedly connected, it only bears the pressure, while the connecting rod 52 and the connecting tube 51 can ensure the stability of the installation structure of the compression spring 53 to prevent it from falling off; moreover, by using the connecting tube 51 or the connecting tube 51 and the connecting rod 52 to guide the compression spring 53, it can also effectively prevent the spring of the cylindrical structure from twisting when the second elastic element 5 is compressed.
[0048] Preferred, such as Figures 5 to 11 As shown, the inner support rod 2 has a locking block 7 at its rear end. When the outer support rod 3 is deployed, the locking block 7 abuts against the outer wall of the outer support rod 3 to limit the tilt state of the outer support rod 3 and prevent the outer support rod 3 from swinging upward during landing. During the deployment of the outer support rod 3, the locking block 7 avoids the outer support rod 3 by swinging or extending and retracting on its own, and automatically resets and blocks the outer support rod 3 after the outer support rod 3 is deployed. The automatic swinging or extension and reset of the locking block 7 can be controlled by a spring or spring plate.
[0049] Further preferred, such as Figure 9 , Figure 10 As shown, the locking block 7 includes a horizontal plate 71 and a vertical plate 72. A pivot 73 is provided at the connection between the horizontal plate 71 and the vertical plate 72. The pivot 73 is parallel to the boundary line between the horizontal plate 71 and the vertical plate 72. An extension plate 23 is provided on both sides of the inner support rod 2 corresponding to the outer support rod 3. The outer support rod 3 is rotatably positioned between the two extension plates 23. A countersunk hole 231 is provided on the inner wall of the extension plate 23. The locking block 7 is rotatably positioned in the countersunk hole 231 through the pivot 73. A return spring 74 is provided between the bottom surface of the vertical plate 72 and the countersunk hole 231. When the return spring 74 is in its natural state, the horizontal plate 71 is perpendicular to the inner side of the extension plate 23, and the vertical plate 72 is perpendicular to the inner side of the extension plate 23. 72 is located inside the countersunk hole 231. When the outer support rod 3 is unfolded, the bottom surface of the horizontal plate 71 is used to abut against the outer wall of the outer support rod 3, and the vertical plate 72 is used to abut against the side wall of the outer support rod 3 to prevent the locking block 7 from rotating upward, thereby preventing the outer support rod 3 from swinging upward. When the outer support rod 3 swings downward, it will push the horizontal plate 71 to swing downward, causing the locking block 7 to rotate around the pivot 73. At this time, the return spring 74 will be compressed so that the horizontal plate 71 avoids the outer support rod 3. After the outer support rod 3 is unfolded, the locking block 7 will automatically reset under the action of the return spring 74, using the horizontal plate 71 and the vertical plate 72 to block and limit the outer support rod 3.
[0050] Preferred, such as Figures 4 to 7 and Figure 12 , Figure 13 As shown, the inner support rod 2 has a rectangular groove structure in its cross section. When it is folded up, the outer support rod 3 is fastened into the rectangular groove of the inner support rod 2, so that the structure after the support structure is folded up is more compact, thus making it easier to arrange and install.
[0051] Preferred, such as Figures 4 to 8 As shown, the cross-section of the outer support rod 3 is a rectangular groove structure. When it is folded up, the opening direction of the rectangular groove is opposite to the opening direction of the inner support rod 2. The second elastic element 5 is located in the rectangular groove of the inner support rod 2 and the outer support rod 3, so that the structure of the support structure is more compact after it is folded up, and the second elastic element 5 is not blocked or interfered with by the external structure when it is unfolded, so that the support mechanism can be unfolded safely and smoothly.
[0052] Preferred, such as Figures 5 to 7As shown, the rear end of the outer support rod 3 is provided with a buffer block 8. The buffer block 8 has a honeycomb structure, which absorbs impact energy through compression deformation. It is mainly supported by elastic materials with high elastic modulus or plastic materials with low rigidity. The preferred material is rubber, so as to further improve the buffering effect of the landing support mechanism on the aircraft.
[0053] Example 2: An aircraft including the aforementioned landing support mechanism, such as... Figure 14 , Figure 15 As shown, multiple landing support mechanisms are evenly distributed on the outside of the aircraft.
[0054] Preferably, when the landing support mechanism is used for a manned aircraft, such as Figure 13 , Figure 14 As shown, one support can be set on each of the left and right sides of the aircraft corresponding to the front and rear of the human body, forming a four-corner support structure.
[0055] The above description is merely a preferred embodiment of this utility model and does not imply its uniqueness or limitation. Those skilled in the art should understand that various changes or equivalent substitutions made to this utility model without departing from its scope are all within the protection scope of this utility model.
Claims
1. A landing support mechanism, characterized in that, include: Mounting base (1), inner support rod (2), outer support rod (3), first elastic element (4), second elastic element (5) and locking mechanism (6); Mounting bracket (1) is used to connect the aircraft; The front end of the inner strut (2) is rotatably mounted on the mounting base (1); One end of the first elastic element (4) is connected to the inner support rod (2), and the other end of the first elastic element (4) is located below the mounting base (1) and connected to the mounting base (1) or the aircraft; The front end of the outer strut (3) is rotatably connected to the rear end of the inner strut (2); One end of the second elastic element (5) is located on the inner support rod (2), and the other end is located on the outer support rod (3). The locking mechanism (6) is used to lock the retracted outer support rod (3) and inner support rod (2). When the outer support rod (3) and inner support rod (2) are retracted, the rear end of the inner support rod (2) faces downward and the rear end of the outer support rod (3) faces upward. The first elastic element (4) and the second elastic element (5) are both in a compressed state. When the landing support mechanism is deployed, the rear end of the inner support rod (2) extends outward, and the angle between the inner support rod (2) and the vertical plane where the front rotation axis is located is less than or equal to 90 degrees. The rear end of the outer support rod (3) faces downward and is lower than the bottom surface of the aircraft. The rear end of the outer support rod (3) is located within the length range of the projection of the inner support rod (2) on the bottom surface of the aircraft.
2. A landing support mechanism according to claim 1, characterized in that, The locking mechanism (6) includes a pin (61) and a locking tongue (31) vertically mounted on the outer support rod (3). The locking tongue (31) has a locking hole (311), the inner support rod (2) has a through hole (21), and the mounting base (1) has a connecting hole (11) on its bottom surface. When the inner support rod (2) and the outer support rod (3) are retracted, the locking tongue (31) passes through the through hole (21), the locking hole (311) is aligned with the connecting hole (11), and the pin (61) passes through both the locking hole (311) and the connecting hole (11) to lock the inner support rod (2) and the outer support rod (3).
3. A landing support mechanism according to claim 1, characterized in that, The first elastic element (4) is a spring plate structure, which includes a vertical section (41) and an inclined section (42). When the landing support mechanism is deployed, the included angle between the vertical section (41) and the inclined section (42) is less than or equal to 90 degrees. The vertical section (41) is fixed to the mounting base (1). The inclined section (42) slides in contact with the top or bottom surface of the inner support rod (2). The inclined section (42) has a strip hole (421) along the length direction of the inner support rod (2). A positioning screw (22) passes through the inner support rod (2). The positioning screw (22) passes through the strip hole (421). The bottom surface of the head of the positioning screw (22) slides in contact with the surface of the inclined section (42).
4. A landing support mechanism according to claim 1, characterized in that, The second elastic element (5) includes a connecting tube (51) and a connecting rod (52) passing through it. The outer ends of the connecting tube (51) and the connecting rod (52) are rotatably connected to the inner support rod (2) and the outer support rod (3), respectively. The second elastic element (5) also includes a compression spring (53), which passes through the inside of the connecting tube (51) or is sleeved on the outside of the connecting tube (51) and the connecting rod (52). The second elastic element (5) bears pressure through the compression spring (53). During the unfolding process of the outer support rod (3), the connecting rod (52) always passes through the connecting tube (51).
5. A landing support mechanism according to claim 1, characterized in that, The inner support rod (2) has a locking block (7) at its rear end. When the outer support rod (3) is unfolded, the locking block (7) abuts against the outer wall of the outer support rod (3) to limit the tilt state of the outer support rod (3). During the unfolding process of the outer support rod (3), the locking block (7) avoids the outer support rod (3) by swinging or extending and retracting itself, and automatically resets and blocks the outer support rod (3) after the outer support rod (3) is unfolded.
6. A landing support mechanism according to claim 5, characterized in that, The locking block (7) includes a horizontal plate (71) and a vertical plate (72). A pivot (73) is provided at the connection between the horizontal plate (71) and the vertical plate (72). The pivot (73) is parallel to the boundary line between the horizontal plate (71) and the vertical plate (72). An extension plate (23) is provided at the rear end of the inner support rod (2) corresponding to the two sides of the outer support rod (3). The outer support rod (3) is rotatably positioned between the two extension plates (23). A countersunk hole (231) is provided on the inner wall of the extension plate (23). The locking block (7) is connected by a pivot. The shaft (73) is rotatably located inside the countersunk hole (231). A return spring (74) is provided between the vertical plate (72) and the bottom surface of the countersunk hole (231). When the return spring (74) is in its natural state, the horizontal plate (71) is perpendicular to the inside of the extension plate (23), and the vertical plate (72) is located inside the countersunk hole (231). When the outer support rod (3) is unfolded, the bottom surface of the horizontal plate (71) is used to abut against the outer wall of the outer support rod (3), and the vertical plate (72) is used to abut against the side wall of the outer support rod (3).
7. A landing support mechanism according to claim 1, characterized in that, The inner support rod (2) has a rectangular groove structure in its cross section. When it is closed, the outer support rod (3) is fastened into the rectangular groove of the inner support rod (2).
8. A landing support mechanism according to claim 7, characterized in that, The cross section of the outer support rod (3) is a rectangular groove structure. When it is closed, the opening direction of the rectangular groove is opposite to the opening direction of the inner support rod (2). The second elastic element (5) is located in the rectangular groove of the inner support rod (2) and the outer support rod (3).
9. A landing support mechanism according to claim 1, characterized in that, The rear end of the outer strut (3) is provided with a buffer block (8), which is made of rubber and has a honeycomb structure.
10. An aircraft, characterized in that, The landing support mechanism includes any one of claims 1 to 9, wherein multiple sets of the landing support mechanism are evenly arranged on the outside of the aircraft.