Fabricated novel undercarriage assembly for aircraft

Abstract

The utility model relates to a novel assembly type undercarriage assembly for an aircraft, and belongs to the technical field of aircraft design. Comprising a left side supporting leg and a right side supporting leg which are symmetrically arranged, the bottom ends of the left side supporting leg and the right side supporting leg are arc-shaped, the left side supporting leg is arranged at the bottom end of the first machine body connecting frame in an outward overturning mode, and the right side supporting leg is arranged at the bottom end of the second machine body connecting frame in an outward overturning mode. A bottom layer buffering mechanism is connected between the left side supporting leg and the right side supporting leg, and the bottom layer buffering mechanism can drive the left side supporting leg and the right side supporting leg which are turned outwards to reset. Compared with the prior art, the aircraft has the advantages that when the aircraft body lands on the ground and the left supporting leg and the right supporting leg are impacted by the ground, the bottom layer buffering mechanism can counteract part of landing impact force, the impact force consumption and buffering effect is good, damage to the aircraft body is reduced, and the service life of the aircraft is prolonged. And the service life of the unmanned aerial vehicle and other aircrafts is prolonged.

Description

Technical Field

[0001] This utility model relates to a novel assembled landing gear assembly for aircraft, belonging to the field of aircraft design technology. Background Technology

[0002] Aircraft include various devices capable of flying in the air, such as airplanes, helicopters, and drones. The landing gear is a core component that ensures the safe takeoff and landing of an aircraft. The landing gear is in direct contact with the ground during takeoff, landing, and parking, bearing the overall weight of the drone, and distributing pressure through structural design (such as split telescopic outriggers and multi-leg layout) to ensure the stability of the aircraft's attitude.

[0003] For example, utility model patent number 202421701138.X discloses an aerial mapping drone with a flight balancing device. It includes a drone body, a detection component fixedly mounted at the bottom of the drone body, a shock-absorbing component fixedly mounted at the bottom of the detection component, a rotating component fixedly mounted at the bottom of the shock-absorbing component, an adjustment component internally arranged in the rotating component, and a support component fixedly mounted at the bottom of the drone body.

[0004] While the support components of the aforementioned patent can achieve the function of stabilizing the aircraft's attitude, the current technology is not comprehensive and has the following drawbacks: During the landing process of drones and other aircraft, when the drone's own weight is too large or the flight is unstable, its bottom landing gear will make contact with the ground first. The instantaneous collision between the landing gear and the ground will generate a large impact, causing more or less damage to the support and the drone itself.

[0005] To solve one of the above problems, there is an urgent need for a new type of prefabricated landing gear assembly for aircraft. Utility Model Content

[0006] Based on the shortcomings of the prior art, the technical problem to be solved by this utility model is: how to achieve partial offsetting of landing impact force through the bottom buffer mechanism, absorb landing impact force, and reduce the damage of fuselage vibration to precision electronic components, sensors and other equipment. To this end, a new type of assembled landing gear assembly for aircraft is provided.

[0007] The novel prefabricated landing gear assembly for aircraft of this utility model is characterized by: including a symmetrically arranged left support leg and a right support leg, the bottom ends of the left support leg and the right support leg being arc-shaped; the left support leg being rotatably disposed at the bottom end of the first fuselage connecting frame, and the right support leg being rotatably disposed at the bottom end of the second fuselage connecting frame; a bottom buffer mechanism is connected between the left support leg and the right support leg, and the bottom buffer mechanism can drive the outwardly rotated left support leg and the right support leg to return to their original positions.

[0008] When the aircraft fuselage lands on the ground, the bottom buffer mechanism will offset part of the landing impact force when the left and right support legs are impacted by the ground. It has a good effect on consuming and buffering the impact force, reducing damage to the aircraft fuselage, thereby extending the service life of drones and other aircraft.

[0009] Preferably, the bottom buffer mechanism includes a cylinder, a traction steel wire rope A, and a traction steel wire rope B. A left piston and a right piston are slidably disposed inside the cylinder. A left end cap and a right end cap are respectively installed at both ends of the cylinder. A left compression spring is disposed between the left piston and the left end cap, and the left compression spring provides a thrust to push the left piston away from the left end cap. A right compression spring is disposed between the right piston and the right end cap, and the right compression spring provides a thrust to push the right piston away from the right end cap. One end of the traction steel wire rope A is fixed to the left support leg, and the other end of the traction steel wire rope A passes through the left end cap and is connected to the left piston. One end of the traction steel wire rope B is connected to the right support leg, and the other end of the traction steel wire rope B passes through the right end cap and is connected to the right piston.

[0010] Preferably, the cylinder barrel also has a partition in the middle, which divides the inside of the cylinder barrel into two independent chambers, with the left piston and the right piston located in their respective chambers.

[0011] When the aircraft fuselage lands on the ground, the arc-shaped sections at the bottom of the left and right support legs first contact the ground, causing the left and right support legs to flip outward relative to the first and second fuselage connecting frames, respectively. The left support leg pulls the left piston through traction steel cable A to compress the left compression spring, and the right support leg pulls the right piston through traction steel cable B to compress the right compression spring. This process offsets some of the impact force and effectively consumes and buffers the impact force, reducing damage to the aircraft fuselage and thus extending the service life of drones and other aircraft.

[0012] Once the aircraft fuselage has detached from the ground, the left and right compression springs can drive the outwardly flipped left and right support legs to return to their original positions.

[0013] Preferably, a rope fixing seat A connected to the traction wire rope A is installed on the left support leg, a rope fixing seat B connected to the traction wire rope B is provided on the right support leg, a spring mounting seat A for fixing the left compression spring is provided on the end face of the left piston, and a spring mounting seat B for fixing the right compression spring is provided on the end face of the right piston.

[0014] Preferably, the outer circumferences of the left and right pistons are both clearance-fitted with the inner wall of the cylinder.

[0015] Preferably, protective sleeves are provided at the contact points between the left and right support legs and the ground.

[0016] Preferably, the first fuselage connecting frame includes a vertical support rod A, which is a plate-shaped mechanism. The top of the vertical support rod A is provided with a top connecting plate A that connects to the main body of the aircraft. The bottom of the vertical support rod A has a limiting groove A that cooperates with the left support leg. The limiting groove A has a bottom opening and an outer opening. The top of the left support leg is inserted into the limiting groove A and is rotatably connected to the vertical support rod A through a hinge pin A, so that the left support leg can be flipped outward and positioned at the bottom end of the vertical support rod A.

[0017] By setting a limiting groove A, the left support leg is restricted from continuing to shift from the vertical state to the inner side of the first body connecting frame, and can continue to shift from the vertical state to the outer side of the first body connecting frame. The left support leg can rotate relative to the first body connecting frame, so that an angle is formed between the left support leg and the first body connecting frame, switching from the tilted state to the vertical state, or from the vertical state to the tilted state.

[0018] Preferably, the second fuselage connecting frame includes a vertical support rod B, which is a plate-shaped mechanism. The top of the vertical support rod B is provided with a top connecting plate B that connects to the aircraft body. The bottom of the vertical support rod B has a limiting groove B that mates with the right support leg. The limiting groove B has a bottom opening and an outer opening. The top of the right support leg is inserted into the limiting groove B and is rotatably connected to the vertical support rod B via a hinge pin B. The right support leg is rotatably mounted on the bottom end of the vertical support rod B. The first fuselage connecting frame and the second fuselage connecting frame have the same structure, reducing manufacturing and installation costs.

[0019] Preferably, the first body connecting frame includes a vertical support rod C and a vertical support rod D. Both the vertical support rod C and the vertical support rod D are plate-shaped mechanisms with rectangular cross-sections. The top of the vertical support rod C is provided with a top connecting plate C that connects to the main body of the aircraft. The bottom end of the vertical support rod C and the top end of the vertical support rod D are respectively inserted into the guide sleeve from both ends of the guide sleeve and slide in cooperation with the inner wall of the guide sleeve. The bottom of the vertical support rod D has a limiting groove C that cooperates with the left support leg. The limiting groove C has a bottom opening and an outer opening. The top of the left support leg is inserted into the limiting groove C and is rotatably connected to the vertical support rod D through a hinge pin C. The left support leg can be flipped outward and is arranged at the bottom end of the vertical support rod D. An upper buffer mechanism is installed on the vertical support rod C, the guide sleeve, and the vertical support rod D.

[0020] Preferably, the upper buffer mechanism includes a central shaft fixed to the side of the guide sleeve and a sleeve sleeved outside the central shaft. Two sets of outward-facing teeth are provided on the outer wall of the central shaft, and two sets of inward-facing teeth are provided on the inner wall of the sleeve. The outward and inward-facing teeth are arranged alternately. A rubber damping block is provided between adjacent outward and inward-facing teeth, and a circular hole is provided in the center of each rubber damping block. A second connecting rod is hinged to the vertical support rod C via an upper hinge seat, and a fourth connecting rod is hinged to the vertical support rod D via a lower hinge seat. The sleeve has a first connecting rod and a third connecting rod symmetrically mounted on its outer wall. The first connecting rod and the second connecting rod are hinged together by a preload bolt A. A wear-resistant plate A is clamped at the hinge point between the first connecting rod and the second connecting rod. The two sides of the wear-resistant plate A are in contact with the first connecting rod and the second connecting rod, respectively. The third connecting rod and the fourth connecting rod are hinged together by a preload bolt B. A wear-resistant plate B is clamped at the hinge point between the third connecting rod and the fourth connecting rod, respectively. The two sides of the wear-resistant plate B are in contact with the third connecting rod and the fourth connecting rod, respectively.

[0021] Preferably, the coefficient of friction between the wear-resistant plate A and the first connecting rod is greater than the coefficient of friction between the wear-resistant plate A and the second connecting rod.

[0022] During the aircraft's descent to the ground, both the bottom and upper buffer mechanisms function simultaneously. The upper buffer mechanism operates as follows: the vertical support rods C and D tend to insert into the guide sleeve. Under the action of multiple connecting rods, the drive sleeve rotates relative to the central axis, allowing the rubber shock absorbers to absorb the impact generated during descent, thus mitigating the impact of descent on the aircraft itself. Once the aircraft fuselage has detached from the ground and the pressure on the support legs is released, the vertical support rods C and D return to their original positions relative to the guide sleeve.

[0023] Preferably, the first body connecting frame and the second body connecting frame have the same structure.

[0024] This utility model also discloses an aircraft, characterized in that it includes an aircraft fuselage with rotors, and two sets of the above-mentioned prefabricated new landing gear assemblies for aircraft are installed at intervals below the main body of the aircraft.

[0025] Compared with the prior art, the present invention has the following beneficial effects:

[0026] The novel prefabricated landing gear assembly for aircraft described in this utility model can offset part of the landing impact force when the aircraft fuselage lands on the ground and the left and right support legs are impacted by the ground. This absorbs the landing impact force, reduces the damage to precision electronic components, sensors and other equipment caused by fuselage vibration, and thus extends the service life of aircraft such as drones.

[0027] The novel prefabricated landing gear assembly for aircraft described in this utility model features a modular design, which facilitates assembly and reduces the weight of the aircraft while improving flight flexibility and speed.

[0028] The novel prefabricated landing gear assembly for aircraft described in this utility model allows the bottom and upper buffer mechanisms to work together to buffer the impact force during the aircraft's descent to the ground, effectively offsetting some of the impact force and consuming and buffering the impact force. Attached Figure Description

[0029] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0030] Figure 1 This is a schematic diagram of the structure of the present invention. Figure 1 ;

[0031] Figure 2 This is a partial cross-sectional view of the present invention;

[0032] Figure 3 This is a diagram showing the usage state of this utility model;

[0033] Figure 4 Structural diagram of this utility model Figure 2

[0034] Figure 5 This is a structural diagram of the left supporting leg;

[0035] Figure 6 This is a structural diagram of the upper buffer mechanism.

[0036] In the diagram: 1. Left support leg; 2. Right support leg; 3. Bottom buffer mechanism; 3.1. Cylinder; 3.2. Left piston; 3.3. Right piston; 3.4. Left end cap; 3.5. Right end cap; 3.6. Left compression spring; 3.7. Right compression spring; 3.8. Spring mounting seat A; 3.9. Spring mounting seat B; 3.10. Traction wire rope A; 3.11. Traction wire rope B; 4. First fuselage connecting frame; 4.1. Vertical support rod A; 4.2. Top connecting plate A; 4.3. Limiting groove A; 4.4. Hinge pin A; 5. Second fuselage connecting frame; 5.1. Vertical support rod B; 5.2. Top connecting plate B; 5.3. Limiting groove B; 5.4. Hinge pin B; 6. Aircraft fuselage; 7. Rotor; 8. Rope fixing seat A; 9. Rope fixing seat B; 10. Sheath; 11. Vertical support rod C; 12. Top connecting plate C. 13. Upper hinge seat; 14. Lower hinge seat; 15. Central shaft; 16. Outer tooth; 17. Sleeve; 18. Inner tooth; 19. Rubber damping block; 20. Round hole; 21. First connecting rod; 22. Second connecting rod; 23. Wear-resistant plate A; 24. Third connecting rod; 25. Fourth connecting rod; 26. Wear-resistant plate B; 27. Guide sleeve; 28. Vertical support rod D; 29. ​​Limiting groove C; 30. Hinge pin C; 31. Partition plate. Detailed Implementation

[0037] The present invention will be further described below with reference to the accompanying drawings:

[0038] The present invention will be further described below through specific embodiments, but it is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0039] Example 1, as Figure 1 As shown, the novel prefabricated landing gear assembly for aircraft includes a symmetrically arranged left support leg 1 and a right support leg 2. The bottom ends of both the left support leg 1 and the right support leg 2 are arc-shaped. The left support leg 1 is configured to flip outwards at the bottom end of the first fuselage connecting frame 4, and the right support leg 2 is configured to flip outwards at the bottom end of the second fuselage connecting frame 5. A bottom buffer mechanism 3 is connected between the left support leg 1 and the right support leg 2, and the bottom buffer mechanism 3 can drive the outwardly flipped left support leg 1 and right support leg 2 to return to their original positions.

[0040] When the aircraft fuselage 6 lands on the ground, the left support leg 1 and the right support leg 2 are impacted by the ground. The bottom buffer mechanism 3 will offset part of the impact force and has a good effect on consuming and buffering the impact force, reducing the damage to the aircraft fuselage 6, thereby extending the service life of drones and other aircraft.

[0041] Example 2, as Figure 1-3 As shown, the novel prefabricated landing gear assembly for aircraft includes a symmetrically arranged left support leg 1 and a right support leg 2. The bottom ends of both the left support leg 1 and the right support leg 2 are arc-shaped. The left support leg 1 is configured to flip outwards at the bottom end of the first fuselage connecting frame 4, and the right support leg 2 is configured to flip outwards at the bottom end of the second fuselage connecting frame 5. A bottom buffer mechanism 3 is connected between the left support leg 1 and the right support leg 2, and the bottom buffer mechanism 3 can drive the outwardly flipped left support leg 1 and right support leg 2 to return to their original positions.

[0042] When the aircraft fuselage 6 lands on the ground, the left support leg 1 and the right support leg 2 are impacted by the ground. The bottom buffer mechanism 3 will offset part of the impact force and has a good effect on consuming and buffering the impact force, reducing the damage to the aircraft fuselage 6, thereby extending the service life of drones and other aircraft.

[0043] Further, the bottom buffer mechanism 3 includes a cylinder 3.1, a traction steel wire rope A 3.10, and a traction steel wire rope B 3.11. A left piston 3.2 and a right piston 3.3 are slidably disposed within the cylinder 3.1. A left end cap 3.4 and a right end cap 3.5 are respectively installed at both ends of the cylinder 3.1. A left compression spring 3.6 is disposed between the left piston 3.2 and the left end cap 3.4. The left compression spring 3.6 provides a thrust to push the left piston 3.2 away from the left end cap 3.4. The right piston 3.3 and... A right compression spring 3.7 is provided between the right end caps 3.5 and the right compression spring 3.7 provides a thrust to push the right piston 3.3 away from the right end cap 3.5. One end of the traction wire rope A3.10 is fixed to the left support leg 1, and the other end of the traction wire rope A3.10 passes through the left end cap 3.4 and is connected to the left piston 3.2. One end of the traction wire rope B3.11 is connected to the right support leg 2, and the other end of the traction wire rope B3.11 passes through the right end cap 3.5 and is connected to the right piston 3.3.

[0044] When the aircraft fuselage 6 lands on the ground, the arc-shaped sections at the bottom of the left support leg 1 and the right support leg 2 first contact the ground, causing the left support leg 1 and the right support leg 2 to rotate outward relative to the first fuselage connecting frame 4 and the second fuselage connecting frame 5, respectively. The left support leg 1 pulls the left piston 3.2 through the traction steel wire rope A3.10 to compress the left compression spring 3.6, and the right support leg 2 pulls the right piston 3.3 through the traction steel wire rope B3.11 to compress the right compression spring 3.7. This will offset part of the impact force and has a good effect on consuming and buffering the impact force, reducing damage to the aircraft fuselage 6, thereby extending the service life of UAVs and other aircraft.

[0045] Once the aircraft fuselage 6 has detached from the ground again, the left compression spring 3.6 and the right compression spring 3.7 can drive the outwardly flipped left support leg 1 and right support leg 2 to return to their original positions.

[0046] Furthermore, the cylinder 3.1 also has a partition 31 in the middle, which divides the interior of the cylinder 3.1 into two independent chambers. The left piston 3.2 and the right piston 3.3 are located in their respective chambers. Specifically, under the influence of no external force and without considering the effect of temperature on the sealed space, the spring is in its natural state, and the pressure inside and outside the sealed space is equal. When the aircraft descends to the ground, the piston is pulled outward under the action of force, and the sealed space expands, reducing the air pressure inside. The atmospheric pressure and the compressed spring will generate an inward resultant force on the piston. When this resultant force balances the outward pulling force acting on the piston, the aircraft stabilizes. This structural design allows the force-relieving system to achieve a self-balancing state, solving the problem of instability during landing caused by uneven force on the left and right legs.

[0047] The specific theory is as follows:

[0048] 1. Initial state:

[0049] Initial pressure: In equilibrium, the internal and external pressures are equal, and the pressure is denoted as P0;

[0050] Initial volume: V0 = A·L0, where (A represents the cross-sectional area of ​​the sealed cylinder, D represents the diameter, and L0 represents the initial length between the two pistons);

[0051] Initial tension: F0 = 0 (internal and external pressures are equal).

[0052] 2. After the pistons have moved (the two pistons are pulled to the sides by a displacement of x), the volume becomes V = V0 + A·2x = A(L0 + 2x). Under constant temperature conditions, according to Boyle's law, P0·V0 = P·V, we can obtain... The pressure difference at this point is P0-P, so the force acting on the piston is... At this moment, the piston is subjected to the spring force F. 弹簧 =K·x (where K represents the spring constant and x represents the compressed length of the spring), therefore the net inward force on the piston is... This combined force is equal to the tension exerted by one leg on the traction rope.

[0053] Therefore, within the elastic range of the spring, we can design the cross-sectional area of ​​the sealed cylinder, the length of the cylinder, the initial length between the two pistons according to the weight of the aircraft, and select a spring with a suitable stiffness coefficient so that the unloading system can achieve the best unloading and buffering effect.

[0054] Furthermore, a rope fixing seat A8 connected to the traction wire rope A3.10 is installed on the left support leg 1, a rope fixing seat B9 connected to the traction wire rope B3.11 is provided on the right support leg 2, a spring mounting seat A3.8 for fixing the left compression spring 3.6 is provided on the end face of the left piston 3.2, and a spring mounting seat B3.9 for fixing the right compression spring 3.7 is provided on the end face of the right piston 3.3.

[0055] Furthermore, the outer circumferences of the left piston 3.2 and the right piston 3.3 are both clearance-fitted with the inner wall of the cylinder 3.1.

[0056] Furthermore, protective sleeves 10 are provided at the contact points between the left support leg 1 and the right support leg 2 and the ground.

[0057] Furthermore, the first body connecting frame 4 includes a vertical support rod A4.1, which is a plate-shaped mechanism. The top of the vertical support rod A4.1 is provided with a top connecting plate A4.2 that connects to the main body of the aircraft. The bottom of the vertical support rod A4.1 has a limiting groove A4.3 that cooperates with the left support leg 1. The limiting groove A4.3 has a bottom opening and an outer opening. The top of the left support leg 1 is inserted into the limiting groove A4.3 and is rotatably connected to the vertical support rod A4.1 through a hinge pin A4.4, so that the left support leg 1 can be flipped outward and arranged at the bottom end of the vertical support rod A4.1.

[0058] By setting the limiting groove A4.3, the left support leg 1 is restricted from continuing to shift from the vertical state to the inner side of the first body connecting frame 4, and can continue to shift from the vertical state to the outer side of the first body connecting frame 4. The left support leg 1 can rotate relative to the first body connecting frame 4, so that an angle is formed between the left support leg 1 and the first body connecting frame 4, switching from the tilted state to the vertical state, or from the vertical state to the tilted state.

[0059] Furthermore, the second fuselage connecting frame 5 includes a vertical support rod B5.1, which is a plate-shaped mechanism. The top of the vertical support rod B5.1 is provided with a top connecting plate B5.2 that connects to the aircraft body. The bottom of the vertical support rod B5.1 has a limiting groove B5.3 that mates with the right support leg 2. The limiting groove B5.3 has a bottom opening and an outer opening. The top of the right support leg 2 is inserted into the limiting groove B5.3 and is rotatably connected to the vertical support rod B5.1 via a hinge pin B5.4. The right support leg 2 is rotatably mounted on the bottom end of the vertical support rod B5.1. The first fuselage connecting frame 4 and the second fuselage connecting frame 5 have the same structure, reducing manufacturing and installation costs.

[0060] Example 3, as Figure 4-5 As shown, the novel prefabricated landing gear assembly for aircraft includes a symmetrically arranged left support leg 1 and a right support leg 2. The bottom ends of both the left support leg 1 and the right support leg 2 are arc-shaped. The left support leg 1 is configured to flip outwards at the bottom end of the first fuselage connecting frame 4, and the right support leg 2 is configured to flip outwards at the bottom end of the second fuselage connecting frame 5. A bottom buffer mechanism 3 is connected between the left support leg 1 and the right support leg 2, and the bottom buffer mechanism 3 can drive the outwardly flipped left support leg 1 and right support leg 2 to return to their original positions.

[0061] When the aircraft fuselage 6 lands on the ground, the left support leg 1 and the right support leg 2 are impacted by the ground. The bottom buffer mechanism 3 will offset part of the impact force and has a good effect on consuming and buffering the impact force, reducing the damage to the aircraft fuselage 6, thereby extending the service life of drones and other aircraft.

[0062] Further, the bottom buffer mechanism 3 includes a cylinder 3.1, a traction steel wire rope A 3.10, and a traction steel wire rope B 3.11. A left piston 3.2 and a right piston 3.3 are slidably disposed within the cylinder 3.1. A left end cap 3.4 and a right end cap 3.5 are respectively installed at both ends of the cylinder 3.1. A left compression spring 3.6 is disposed between the left piston 3.2 and the left end cap 3.4. The left compression spring 3.6 provides a thrust to push the left piston 3.2 away from the left end cap 3.4. The right piston 3.3 and... A right compression spring 3.7 is provided between the right end caps 3.5 and the right compression spring 3.7 provides a thrust to push the right piston 3.3 away from the right end cap 3.5. One end of the traction wire rope A3.10 is fixed to the left support leg 1, and the other end of the traction wire rope A3.10 passes through the left end cap 3.4 and is connected to the left piston 3.2. One end of the traction wire rope B3.11 is connected to the right support leg 2, and the other end of the traction wire rope B3.11 passes through the right end cap 3.5 and is connected to the right piston 3.3.

[0063] When the aircraft fuselage 6 lands on the ground, the arc-shaped sections at the bottom of the left support leg 1 and the right support leg 2 first contact the ground, causing the left support leg 1 and the right support leg 2 to rotate outward relative to the first fuselage connecting frame 4 and the second fuselage connecting frame 5, respectively. The left support leg 1 pulls the left piston 3.2 through the traction steel wire rope A3.10 to compress the left compression spring 3.6, and the right support leg 2 pulls the right piston 3.3 through the traction steel wire rope B3.11 to compress the right compression spring 3.7. This will offset part of the impact force and has a good effect on consuming and buffering the impact force, reducing damage to the aircraft fuselage 6, thereby extending the service life of UAVs and other aircraft.

[0064] Once the aircraft fuselage 6 has detached from the ground again, the left compression spring 3.6 and the right compression spring 3.7 can drive the outwardly flipped left support leg 1 and right support leg 2 to return to their original positions.

[0065] Furthermore, a rope fixing seat A8 connected to the traction wire rope A3.10 is installed on the left support leg 1, a rope fixing seat B9 connected to the traction wire rope B3.11 is provided on the right support leg 2, a spring mounting seat A3.8 for fixing the left compression spring 3.6 is provided on the end face of the left piston 3.2, and a spring mounting seat B3.9 for fixing the right compression spring 3.7 is provided on the end face of the right piston 3.3.

[0066] Furthermore, the outer circumferences of the left piston 3.2 and the right piston 3.3 are both clearance-fitted with the inner wall of the cylinder 3.1.

[0067] Furthermore, protective sleeves 10 are provided at the contact points between the left support leg 1 and the right support leg 2 and the ground.

[0068] Furthermore, referring to Figure 6 The first fuselage connecting frame 4 includes a vertical support rod C11 and a vertical support rod D28. Both the vertical support rod C11 and the vertical support rod D28 are plate-shaped mechanisms with rectangular cross-sections. The top of the vertical support rod C11 is provided with a top connecting plate C12 that connects to the main body of the aircraft. The bottom end of the vertical support rod C11 and the top end of the vertical support rod D28 are respectively inserted into the guide sleeve 27 from both ends and slide against the inner wall of the guide sleeve 27. The bottom of the support rod D28 has a limiting groove C29 that mates with the left support leg 1. The limiting groove C29 has a bottom opening and an outer opening. The top of the left support leg 1 is inserted into the limiting groove C29 and is rotatably connected to the vertical support rod D28 through a hinge pin C30. The left support leg 1 is configured to flip outward at the bottom end of the vertical support rod D28. An upper buffer mechanism is installed on the vertical support rod C11, the guide sleeve 27, and the vertical support rod D28.

[0069] Furthermore, the upper buffer mechanism includes a central shaft 15 fixed to the side of the guide sleeve 27 and a sleeve 17 sleeved on the outside of the central shaft 15. Two sets of outwardly protruding teeth 16 are provided on the outer wall of the central shaft 15, and two sets of inwardly protruding teeth 18 are provided on the inner wall of the sleeve 17. The outwardly protruding teeth 16 and inwardly protruding teeth 18 are arranged alternately. A rubber damping block 19 is provided between adjacent outwardly protruding teeth 16 and inwardly protruding teeth 18. A circular hole 20 is provided in the center of the rubber damping block 19. A second connecting rod 22 is hinged to the vertical support rod C11 via an upper hinge seat 13, and a fourth connecting rod 22 is hinged to the vertical support rod D28 via a lower hinge seat 14. The connecting rod 25 has a first connecting rod 21 and a third connecting rod 24 symmetrically installed on the outer wall of the sleeve 17. The first connecting rod 21 and the second connecting rod 22 are hinged together by a preload bolt A. A wear-resistant plate A23 is sandwiched at the hinge of the first connecting rod 21 and the second connecting rod 22. The two sides of the wear-resistant plate A23 are in contact with the first connecting rod 21 and the second connecting rod 22, respectively. The third connecting rod 24 and the fourth connecting rod 25 are hinged together by a preload bolt B. A wear-resistant plate B26 is sandwiched at the hinge of the third connecting rod 24 and the fourth connecting rod 25, respectively. The two sides of the wear-resistant plate B26 are in contact with the third connecting rod 24 and the fourth connecting rod 25, respectively.

[0070] Furthermore, the coefficient of friction between the wear-resistant plate A23 and the first connecting rod 21 is greater than the coefficient of friction between the wear-resistant plate A23 and the second connecting rod 22.

[0071] During the aircraft's descent to the ground, both the bottom buffer mechanism 3 and the upper buffer mechanism work together to provide cushioning. The upper buffer mechanism operates as follows: the vertical support rods C11 and D28 tend to insert into the guide sleeve 27. Under the action of multiple connecting rods, the drive sleeve 17 rotates relative to the central axis 15, allowing the rubber shock absorber 19 to absorb the impact generated during descent, thereby mitigating the impact of descent on the aircraft body. Once the aircraft fuselage has detached from the ground and the pressure on the support legs is released, the vertical support rods C and D return to their original positions relative to the guide sleeve.

[0072] Furthermore, the design of wear-resistant plates A23 and B26 extends the service life. Under minor vibration conditions, the upper buffer mechanism can dissipate energy through the rotation of the friction surface with a low coefficient of friction between the wear-resistant plates and the connecting rod. It has the advantages of simple and flexible structure, easy manufacturing and installation, small size, and long service life.

[0073] Furthermore, the first body connecting frame 4 and the second body connecting frame 5 have the same structure.

[0074] Example 4, refer to Figure 3An aircraft includes an aircraft fuselage 6 with rotors 7, and two sets of the above-mentioned prefabricated new landing gear assemblies are installed at intervals below the aircraft body.

[0075] The novel prefabricated landing gear assembly for aircraft described in this utility model can offset part of the landing impact force when the aircraft fuselage lands on the ground and the left and right support legs are impacted by the ground. It has a good effect in consuming and buffering the impact force, reducing damage to the aircraft fuselage, and thus extending the service life of UAVs and other aircraft.

[0076] The novel prefabricated landing gear assembly for aircraft described in this utility model features a modular design, which facilitates assembly and reduces the weight of the aircraft while improving flight flexibility and speed.

[0077] The novel prefabricated landing gear assembly for aircraft described in this utility model allows the bottom and upper buffer mechanisms to work together to buffer the impact force during the aircraft's descent to the ground, effectively offsetting some of the impact force and consuming and buffering the impact force.

[0078] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

[0079] Any aspects of this invention not described in detail are well-known to those skilled in the art.

Claims

1. A new and improved assembly of a landing gear for an aircraft, characterized in that: The application relates to a supporting device for a machine body, which comprises a left supporting leg (1) and a right supporting leg (2) arranged symmetrically, the bottom ends of the left supporting leg (1) and the right supporting leg (2) are arranged in an arc shape, the left supporting leg (1) is arranged at the bottom end of a first machine body connecting frame (4) and can be turned outwards, the right supporting leg (2) is arranged at the bottom end of a second machine body connecting frame (5) and can be turned outwards, a bottom layer buffering mechanism (3) is connected between the left supporting leg (1) and the right supporting leg (2), and the bottom layer buffering mechanism (3) can drive the left supporting leg (1) and the right supporting leg (2) turned outwards to reset.

2. The new generation landing gear assembly for aircraft in kit form according to claim 1, characterized in that, The bottom layer buffering mechanism (3) comprises a cylinder (3.1), a traction steel wire rope A (3.10) and a traction steel wire rope B (3.11), a left piston (3.2) and a right piston (3.3) are slidably arranged in the cylinder (3.1), left end covers (3.4) and right end covers (3.5) are respectively arranged at the two ends of the cylinder (3.1), a left compression spring (3.6) is arranged between the left piston (3.2) and the left end cover (3.4), the left compression spring (3.6) provides a pushing force for pushing the left piston (3.2) away from the left end cover (3.4), a right compression spring (3.7) is arranged between the right piston (3.3) and the right end cover (3.5), the right compression spring (3.7) provides a pushing force for pushing the right piston (3.3) away from the right end cover (3.5), one end of the traction steel wire rope A (3.10) is fixed on the left supporting leg (1), the other end of the traction steel wire rope A (3.10) penetrates through the left end cover (3.4) and is connected with the left piston (3.2), one end of the traction steel wire rope B (3.11) is connected with the right supporting leg (2), the other end of the traction steel wire rope B (3.11) penetrates through the right end cover (3.5) and is connected with the right piston (3.3), the cylinder (3.1) is further provided with a partition plate (31), the partition plate divides the cylinder (3.1) into two independent chambers, and the left piston (3.2) and the right piston (3.3) are respectively arranged in the corresponding chambers.

3. The new generation landing gear assembly for aircraft in kit form according to claim 2, characterized in that, A rope fixing seat A (8) connected with the traction steel wire rope A (3.10) is arranged on the left supporting leg (1), a rope fixing seat B (9) connected with the traction steel wire rope B (3.11) is arranged on the right supporting leg (2), a spring fixing seat A (3.8) for fixing the left compression spring (3.6) is arranged on the end face of the left piston (3.2), and a spring fixing seat B (3.9) for fixing the right compression spring (3.7) is arranged on the end face of the right piston (3.3).

4. The new generation landing gear assembly for aircraft in kit form according to claim 3, characterized in that, The outer circumferences of the left piston (3.2) and the right piston (3.3) are gap-fitted with the inner wall of the cylinder (3.1).

5. The new generation landing gear assembly for aircraft in kit form according to claim 4, characterized in that, Sheaths (10) are arranged at the positions where the left supporting leg (1) and the right supporting leg (2) contact with the ground.

6. The new generation landing gear assembly for aircraft in assembled form as claimed in any one of the claims 1 to 5 wherein, The first body connecting frame (4) comprises a vertical support rod A (4.1), which is a plate mechanism, the top of the vertical support rod A (4.1) is provided with a top connecting plate A (4.2) connected with the aircraft body, the bottom of the vertical support rod A (4.1) has a limiting groove A (4.3) matched with the left supporting leg (1), the limiting groove A (4.3) has a bottom opening and an outer opening, the top of the left supporting leg (1) is inserted into the limiting groove A (4.3), and the left supporting leg (1) is rotatably connected with the vertical support rod A (4.1) through a hinge pin shaft A (4.4), so that the left supporting leg (1) can be configured to be outwardly turned at the bottom end of the vertical support rod A (4.1).

7. The new generation landing gear assembly for aircraft in kit form according to claim 6, characterized in that, The second body connecting frame (5) comprises a vertical support rod B (5.1), which is a plate mechanism, the top of the vertical support rod B (5.1) is provided with a top connecting plate B (5.2) connected with the aircraft body, the bottom of the vertical support rod B (5.1) has a limiting groove B (5.3) matched with the right supporting leg (2), the limiting groove B (5.3) has a bottom opening and an outer opening, the top of the right supporting leg (2) is inserted into the limiting groove B (5.3), and the right supporting leg (2) is rotatably connected with the vertical support rod B (5.1) through a hinge pin shaft B (5.4), so that the right supporting leg (2) can be configured to be outwardly turned at the bottom end of the vertical support rod B (5.1).

8. The new generation landing gear assembly for aircraft in assembled form as claimed in any one of claims 1 to 5 wherein, The first body connecting frame (4) comprises a vertical support rod C (11) and a vertical support rod D (28), both of which are plate mechanisms with a rectangular cross section, the top of the vertical support rod C (11) is provided with a top connecting plate C (12) connected with the aircraft body, the bottom end of the vertical support rod C (11) and the top end of the vertical support rod D (28) are inserted into a guide sleeve (27) from both ends of the guide sleeve (27) and slide with the inner wall of the guide sleeve (27), the bottom of the vertical support rod D (28) has a limiting groove C (29) matched with the left supporting leg (1), the limiting groove C (29) has a bottom opening and an outer opening, the top of the left supporting leg (1) is inserted into the limiting groove C (29), and the left supporting leg (1) is rotatably connected with the vertical support rod D (28) through a hinge pin shaft C (30), so that the left supporting leg (1) can be configured to be outwardly turned at the bottom end of the vertical support rod D (28), and the vertical support rod C (11), the guide sleeve (27) and the vertical support rod D (28) are provided with an upper layer buffer mechanism.

9. The new generation landing gear assembly for aircraft in kit form according to claim 8, characterized in that, The upper layer buffering mechanism comprises a central shaft (15) fixed on the side of the guide sleeve (27), a sleeve (17) sleeved outside the central shaft (15), two groups of outer convex teeth (16) arranged on the outer wall of the central shaft (15), two groups of inner convex teeth (18) arranged on the inner wall of the sleeve (17), the outer convex teeth (16) and the inner convex teeth (18) being alternately arranged, rubber damping blocks (19) being arranged between adjacent outer convex teeth (16) and inner convex teeth (18), a circular hole (20) being arranged in the middle of the rubber damping block (19), a second connecting rod (22) being hinged on the vertical support rod C (11) through an upper hinge seat (13), a fourth connecting rod (25) being hinged on the vertical support rod D (28) through a lower hinge seat (14), a first connecting rod (21) and a third connecting rod (24) being symmetrically installed on the outer wall of the sleeve (17), the first connecting rod (21) and the second connecting rod (22) being hinged through a pre-tightening force bolt A, a wear-resistant sheet A (23) being clamped at the hinge position of the first connecting rod (21) and the second connecting rod (22), the two sides of the wear-resistant sheet A (23) being respectively in contact with the first connecting rod (21) and the second connecting rod (22), the third connecting rod (24) and the fourth connecting rod (25) being hinged through a pre-tightening force bolt B, a wear-resistant sheet B (26) being clamped at the hinge position of the third connecting rod (24) and the fourth connecting rod (25), the two sides of the wear-resistant sheet B (26) being respectively in contact with the third connecting rod (24) and the fourth connecting rod (25).

10. The new generation landing gear assembly for aircraft in kit form according to claim 9, characterized in that, The first machine body connecting frame (4) and the second machine body connecting frame (5) are structurally identical.

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