Aircraft mission load damping mechanism
By designing a vibration reduction mechanism for aircraft mission loads, and utilizing progressively weakening vibrations and adjusting components to regulate the vibration reduction effect, the problem of insufficient adaptability of existing vibration reduction structures has been solved. This achieves effective vibration reduction under different load conditions, ensuring the normal operation of mission loads.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-08
- Publication Date
- 2026-03-10
AI Technical Summary
The existing shock absorption structure of aircraft mission payloads lacks adaptive adjustment function, resulting in insufficient shock absorption effect and inability to effectively reduce the impact of vibration on mission payloads, especially during high-altitude and high-speed flight, which leads to problems such as image shaking or target loss.
A vibration damping mechanism for aircraft mission loads was designed, including a connecting plate, a damping plate, a damping component, a support frame, a connecting bracket, and an adjustment component. The mechanism weakens vibrations step by step and adjusts the damping effect of the damping component through the adjustment component to adapt to the needs of different mission loads.
It effectively reduces the impact of vibration on mission payloads, ensuring that mission payloads work normally during aircraft operation, avoiding image jitter and target loss. At the same time, it has a simple structure, low cost, and can adapt to the usage requirements of different payloads.
Smart Images
Figure CN223982667U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of unmanned aerial vehicle technology, and in particular to a shock absorption mechanism for aircraft mission loads. Background Technology
[0002] Small and medium-sized aircraft need to carry different payloads when performing missions. Due to the unavoidable vibrations caused by the aircraft's own power, as well as the flutter generated at high altitudes and high speeds, the impact on certain payloads, such as visual (photoelectric) payloads, is more severe, which can lead to problems such as image jitter.
[0003] Existing aircraft need to be equipped with shock-absorbing structures to reduce the impact of vibration when carrying mission payloads. However, existing shock-absorbing structures lack adaptive adjustment functions. Insufficient or inadequate shock absorption will cause the mission payload to fail to work properly. Utility Model Content
[0004] In view of the shortcomings of the prior art, the purpose of this application is to provide an aircraft mission load damping mechanism to solve the problem that the damping structure in the prior art lacks adaptive adjustment function.
[0005] To achieve the above and other related objectives, this application provides an aircraft mission load damping mechanism, comprising:
[0006] Connecting plate, for connection to the aircraft;
[0007] A shock-absorbing plate, used to mount the task load, is located above the connecting plate;
[0008] A shock absorber is disposed between the connecting plate and the shock absorber plate to reduce the vibration transmitted by the aircraft.
[0009] A support frame, disposed on the connecting plate, is used to fix the shock absorber to the connecting plate;
[0010] A connecting bracket is provided on the damping plate for mounting the damping component and fixing the damping component to the damping plate;
[0011] An adjustment component, mounted on the shock absorber, is used to adjust the shock absorption effect of the shock absorber.
[0012] Optionally, the shock absorber is configured as a cylindrical structure with tapered ends, and the shock absorber has a through hole along the circumference.
[0013] Optionally, the adjusting assembly includes an adjusting nut and an adjusting rod. The shock absorber has a through hole along the axial direction. The adjusting rod passes through the through hole onto the shock absorber. One end of the adjusting rod extends from the bottom of the shock absorber and passes through the support frame. The other end of the adjusting rod is connected to the adjusting nut.
[0014] Optionally, the support frame is configured as a U-shaped structure, one end of the adjusting rod passes through the support frame and is fixed to the support frame by a locking nut, and there is a gap between the locking nut and the connecting plate.
[0015] Optionally, when the adjusting rod passes through the shock absorber, there is a gap between the side wall of the adjusting rod and the wall of the through hole of the shock absorber.
[0016] Optionally, the damping plate has a mounting position for mounting the task load in the middle, and the damping plate has a mounting hole in the circumferential direction of the mounting position.
[0017] Optionally, the damping plate is further provided with clearance holes for avoiding the damping component during installation, and there is a gap between the damping component and the clearance holes.
[0018] Optionally, the connecting bracket is configured with a U-shaped structure, and the connecting bracket has mounting holes for installing the shock absorber, and the shock absorber passes through the mounting holes to be installed on the connecting bracket.
[0019] Optionally, the shock absorber has an annular limiting groove in the middle along the circumferential direction. When the shock absorber is installed on the connecting bracket, the mounting hole matches the limiting groove to limit the shock absorber in the axial direction. There is a gap between the bottom of the limiting groove and the wall of the mounting hole.
[0020] Optionally, both the connecting plate and the damping plate are configured as a ring structure with notches.
[0021] In the aircraft mission load vibration damping mechanism provided in this application, when vibration or flutter occurs during aircraft operation, the vibration transmitted from the aircraft is transmitted to the support frame through the connecting plate, then to the connecting bracket through the damping ball, and finally to the mission load through the damping plate. By gradually weakening the vibration transmitted from the aircraft, the impact of vibration on the mission load is greatly reduced. The damping effect of the damping component can be adjusted by adjusting the components, and adaptive adjustments can be made according to different mission loads, so that the damping effect can meet the usage requirements of different mission loads and ensure that the mission load can work normally during aircraft operation. Attached Figure Description
[0022] Figure 1This is a schematic diagram of the structure of an aircraft mission load damping mechanism according to an embodiment of this application;
[0023] Figure 2 This is a partial structural schematic diagram from a first-view perspective of an embodiment of the aircraft mission load damping mechanism shown in this application.
[0024] Figure 3 This is a partial structural schematic diagram from a second perspective of an embodiment of the aircraft mission load damping mechanism shown in this application.
[0025] Part Number Explanation
[0026] 1-Connecting plate; 2-Damping plate; 3-Damping component; 4-Support frame; 5-Adjusting nut; 6-Adjusting rod; 7-Mounting position; 8-Assembly hole; 9-Connecting bracket; 10-Locking nut; 11-Limiting groove; 12-Allowing hole. Detailed Implementation
[0027] The following specific embodiments illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification.
[0028] It should be understood that the structures, proportions, sizes, etc., illustrated in the accompanying drawings are merely for illustrative purposes to aid those skilled in the art and are not intended to limit the scope of this application. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effectiveness or purpose of this application, should still fall within the scope of the technical content disclosed herein. Furthermore, the terms such as "front," "back," "left," "right," "middle," and "one" used in this specification are merely for clarity and not intended to limit the scope of this application. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of this application.
[0029] It should be noted that due to size and weight limitations, small and medium-sized aircraft are more sensitive to vibration in their onboard equipment. Current technologies lack solutions for this issue, and there are no reliable solutions for problems such as image jitter, inaccurate ranging, and target loss. These solutions rely on self-testing of vibration reduction effects, such as increasing fuselage rigidity, reducing engine vibration, and replacing electro-optical payloads. These methods are costly and their effectiveness is uncertain. Furthermore, mission payloads are typically mounted externally to the aircraft, making them susceptible to aerodynamic and power element influences. The installation method, shape, and hardness of traditional vibration reduction structures significantly affect the effectiveness of vibration reduction. For example, with visual (electro-optical) payloads, insufficient vibration reduction leads to excessive aerodynamic loads and blurred images at high speeds, while excessive vibration reduction causes the payload vibrations to be close to the aircraft's, making target loss easy. Traditional vibration reduction structures cannot adapt to these changes. Overly stiff traditional vibration reduction structures can cause resonance, resulting in image jitter and blurring. Conversely, overly soft vibration reduction can lead to target loss at high speeds (due to aerodynamic drag) and high overloads (due to excessive payload servo pressure).
[0030] Please see Figures 1 to 3 This application exemplarily provides an aircraft mission load damping mechanism, comprising:
[0031] Connecting plate 1, connected to the aircraft;
[0032] Vibration damping plate 2 is used to install the task load, and vibration damping plate 2 is located above connecting plate 1;
[0033] The shock absorber 3 is disposed between the connecting plate 1 and the shock absorber 2 to reduce the vibration transmitted by the aircraft.
[0034] Support frame 4 is mounted on connecting plate 1 and is used to fix shock absorber 3 to connecting plate 1;
[0035] The connecting bracket 9 is set on the damping plate 2 and is used to install the damping component 3 and fix the damping component 3 to the damping plate 2.
[0036] An adjustment component is installed on the shock absorber 3 to adjust the shock absorption effect of the shock absorber 3.
[0037] In the aircraft mission load vibration damping mechanism provided in this application, when vibration or flutter occurs during aircraft operation, the vibration transmitted from the aircraft is transmitted to the support frame 4 through the connecting plate 1, then to the connecting bracket 9 through the damping ball, and finally to the mission load through the damping plate 2. By gradually weakening the vibration transmitted from the aircraft, the impact of vibration on the mission load is greatly reduced. The damping effect of the damping component 3 can be adjusted by adjusting the components, and adaptive adjustments can be made according to different mission loads, so that the damping effect can meet the usage requirements of different mission loads and ensure that the mission load can work normally during aircraft operation.
[0038] In some embodiments, the shock absorber 3 is configured as a cylindrical structure with tapered ends. The shock absorber 3 has a through hole along the circumference. By configuring the shock absorber 3 as a cylindrical structure with tapered ends, it is easy to assemble and subsequently adjust.
[0039] In the above embodiment, the adjustment assembly includes an adjusting nut 5 and an adjusting rod 6. The damper 3 has a through hole along its axial direction. The adjusting rod 6 passes through the through hole and is mounted on the damper 3. One end of the adjusting rod 6 extends from the bottom of the damper 3 and passes through the support frame 4. The other end of the adjusting rod 6 is connected to the adjusting nut 5. Specifically, the adjusting component is set as a rigid shaft. Since the damper 3 is usually a flexible connection, the flexible connection can reduce vibration, but it can also cause the lateral constraint to become a flexible connection, leading to the problem of loss of lock in mid-air. That is, the lateral constraint is too soft, causing the entire load to swing left and right. By tightening the adjusting nut 5, the softness of the damper 3 can be adjusted. At the same time, through the overall progressive damping mechanism, the lateral constraint can be ensured to increase exponentially. Taking the electro-optical payload as an example, the lateral constraint is relatively soft in the initial stage. However, if there is a lateral force affecting the target lock, the electro-optical payload can adjust itself under slight lateral force. When the lateral force increases, due to the special structure of the shock absorber 3 with a rigid shaft at its center, there will be a maximum deformation value, which provides support for the shock absorber 3. While ensuring the shock absorption effect in all directions, it specifically suppresses the lateral force of the payload in the air, ensuring that the target will not be lost without the image shaking, and that the electro-optical payload lock will not be lost. In addition, when the aircraft is carrying different mission payloads, the adjusting nut 5 can adjust the style and hardness of the shock absorber 3 according to the different mission payload conditions to adjust the shock absorption effect, so that the shock absorption of the mission payload can be both soft and hard.
[0040] In this embodiment, the support frame 4 is configured as a U-shaped structure. One end of the adjusting rod 6 passes through the support frame 4 and is fixed to the support frame 4 by the locking nut 10. There is a gap between the locking nut 10 and the connecting plate 1. The locking nut 10 and the connecting plate 1 will not interfere with each other due to vibration. The adjusting member is fixed to the support frame 4 by the locking nut 10, so that the vibration can be transmitted from the connecting plate 1 to the support frame 4 and then to the shock absorber 3.
[0041] In the above embodiment, when the adjusting rod 6 passes through the shock absorber 3, there is a gap between the side wall of the adjusting rod 6 and the through hole wall of the shock absorber 3. By arranging a rigid shaft with clearance fit at the center of the shock absorber 3, the vibration is reduced, and the lateral force of the load in the air is also suppressed in a targeted manner, ensuring that the load lock target will not be lost.
[0042] In this embodiment, the shock absorber 2 has a mounting position 7 for mounting the mission payload in the middle. The shock absorber 2 has a mounting hole 8 in the circumference of the mounting position 7. Specifically, the mission payload is usually mounted outside the aircraft. The mounting position 7 can be matched and installed with the mission payload. The reserved mounting hole 8 also facilitates the installation of the mission payload.
[0043] In this embodiment, the damping plate 2 is also provided with clearance holes 12 for clearance of the damping component 3 for installation. There is a gap between the damping component 3 and the clearance holes 12. Specifically, the damping plate 2 is provided with at least four clearance holes 12. The four clearance holes 12 are arranged in pairs on the damping plate 2. Each clearance hole 12 is provided with a damping component 3. The gap between the damping component 3 and the damping plate 2 ensures that the damping component 3 and the damping plate 2 will not interfere with each other due to vibration, thus ensuring the damping effect.
[0044] In some embodiments, the connecting bracket 9 is configured as a U-shaped structure, and the connecting bracket 9 has mounting holes for mounting the shock absorber 3. The shock absorber 3 passes through the mounting holes to be mounted on the connecting bracket 9. Specifically, the vibration is transmitted to the shock absorber 3 through the connecting plate 1 and the support frame 4. The shock absorber 3, as the core shock absorption element, is not directly connected to the shock absorber plate 2, but is connected to the shock absorber plate 2 through the connecting bracket 9. After the vibration is greatly weakened when it is transmitted to the shock absorber 3, it is transmitted to the shock absorber plate 2 through the connecting bracket 9. Finally, after being weakened again by the shock absorber plate 2, it is transmitted to the mission payload. In this transmission process, the vibration transmitted from the aircraft can be greatly weakened, thereby avoiding the occurrence of screen jitter of the photoelectric payload caused by vibration.
[0045] It is understood that, among the four damping components 3 mentioned above, at least two damping components 3 have annular limiting grooves 11 circumferentially formed in their middle portions. When the damping component 3 is installed on the connecting bracket 9, the mounting hole matches the limiting groove 11 to limit the damping component 3 axially. There is a gap between the bottom of the limiting groove 11 and the wall of the mounting hole. When the adjusting nut 5 adjusts the style, size, and hardness of the damping component 3, the adjusting nut 5 will squeeze the damping component 3, making its length smaller and its width larger, thus allowing it to pass through the limiting groove. The gap between 11 and the mounting hole provides room for the damper 3 to change, allowing for a larger adjustment range. When a larger damping adjustment is needed, adjusting this damper 3 will meet the adjustment requirements. The other two dampers 3 do not have limiting grooves, and the side of the damper 3 is in close contact with the wall of the mounting hole. When a small damping adjustment is needed, adjusting this damper 3 will meet the adjustment requirements. By setting two sets of dampers 3 with different adjustment ranges, the adaptability of the damping mechanism can be improved.
[0046] In this embodiment, both the connecting plate 1 and the damping plate 2 are configured as ring structures with notches. Specifically, both the connecting plate 1 and the damping plate 2 are made of carbon plates. Carbon plates can provide good damping capabilities, while having high structural strength and light weight. Through the unique ring structure, the requirements of assembly, damping, and lightweight can be met simultaneously.
[0047] In summary, in the aircraft mission load vibration damping mechanism provided in this application, when vibration or flutter occurs during aircraft operation, the vibration transmitted from the aircraft is transmitted to the support frame 4 through the connecting plate 1, then to the connecting bracket 9 through the damping ball, and finally to the mission load through the damping plate 2. By gradually weakening the vibration transmitted from the aircraft, the impact of vibration on the mission load is greatly reduced. The damping effect of the damping component 3 can be adjusted by adjusting the components, and adaptive adjustments can be made according to different mission loads, so that the damping effect can meet the usage requirements of different mission loads, ensuring that the mission load can work normally during aircraft operation. At the same time, the aircraft mission load vibration damping mechanism of this application has a simpler structure and lower cost, solving the problems of image blurring caused by resonance due to overly rigid connections and the problems caused by overly soft damping at high speeds (aerodynamic drag) and high overloads (excessive load servo pressure due to large overloads). It can also be installed as a whole in the aircraft, reducing labor costs.
[0048] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.
Claims
1. An aircraft mission payload shock mitigation mechanism, comprising: The utility model relates to a shock-absorbing device for aircraft, comprising: a connecting plate connected to an aircraft; a shock-absorbing plate for mounting a mission load, the shock-absorbing plate being located above the connecting plate; a shock-absorbing piece arranged between the connecting plate and the shock-absorbing plate for weakening the shock transmitted by the aircraft; a support frame arranged on the connecting plate for fixing the shock-absorbing piece to the connecting plate; a connecting bracket arranged on the shock-absorbing plate for mounting the shock-absorbing piece and fixing the shock-absorbing piece to the shock-absorbing plate; an adjusting assembly arranged on the shock-absorbing piece for adjusting the shock-absorbing effect of the shock-absorbing piece.
2. The aircraft mission payload damping mechanism of claim 1, wherein, The shock-absorbing piece is arranged in a columnar structure, both ends of the columnar structure are tapered, and the shock-absorbing piece is provided with a through hole in the circumferential direction.
3. The aircraft mission payload damping mechanism of Claim 2, wherein, The adjusting assembly comprises an adjusting nut and an adjusting rod, the shock-absorbing piece is provided with a through hole in the axial direction, the adjusting rod is arranged on the shock-absorbing piece through the through hole, one end of the adjusting rod extends from the bottom of the shock-absorbing piece and is arranged on the support frame, and the other end of the adjusting rod is connected to the adjusting nut.
4. The aircraft mission payload damping mechanism of Claim 3, wherein, The support frame is arranged in a U-shaped structure, one end of the adjusting rod penetrates through the support frame and is fixed to the support frame through a locking nut, and the locking nut is spaced apart from the connecting plate.
5. The aircraft mission payload damping mechanism of Claim 3, wherein, When the adjusting rod is arranged on the shock-absorbing piece, a gap is formed between the side wall of the adjusting rod and the hole wall of the through hole of the shock-absorbing piece.
6. The aircraft mission payload damping mechanism of Claim 1, wherein, The middle part of the shock-absorbing plate is provided with a mounting position for mounting a mission load, and the shock-absorbing plate is provided with an assembly hole in the circumferential direction at the mounting position.
7. The aircraft mission payload damping mechanism of Claim 1, wherein, The shock-absorbing plate is further provided with a relief hole for avoiding the shock-absorbing piece to be mounted, and the shock-absorbing piece is spaced apart from the relief hole.
8. The aircraft mission payload damping mechanism of Claim 1, wherein, The connecting bracket is arranged in a U-shaped structure, the connecting bracket is provided with a mounting hole for mounting the shock-absorbing piece, and the shock-absorbing piece penetrates through the mounting hole to be mounted on the connecting bracket.
9. The aircraft mission payload damping mechanism of Claim 8, wherein, The middle part of the shock-absorbing piece is provided with an annular limiting groove in the circumferential direction, when the shock-absorbing piece is mounted on the connecting bracket, the mounting hole and the limiting groove are matched to limit the shock-absorbing piece in the axial direction, and a gap is formed between the bottom of the limiting groove and the hole wall of the mounting hole.
10. The aircraft mission payload damping mechanism of Claim 1, wherein, The connecting plate and the shock-absorbing plate are both arranged in a circular ring structure with a notch.