Safe and intelligent identification guiding buffer device for manned aircraft

Abstract

The utility model discloses a manned aircraft safety intelligent identification guiding buffer device which comprises a double-C-opening landing frame fixed to one side of the bottom end of a manned aircraft body in a bolted mode and a supporting plate arranged at the bottom end of the double-C-opening landing frame. The top end of the vertical rod extends into the double-C-opening lifting frame and is provided with a top beam, a first shock absorption spring is installed between the supporting plate and the double-C-opening lifting frame, and inverted-U-shaped frames are fixed to the two sides of the bottom of the double-C-opening lifting frame. By means of the design of the double-C-opening landing frame, the supporting plate, the shock-proof spring and the horizontal double-rod elastic buffering structure, a more comprehensive buffering effect can be provided in the landing process of the aircraft, effective elastic buffering can be provided in the Z-axis direction, buffering can be synchronously carried out in the vertical direction and the horizontal direction, and the safety of the aircraft is improved. Therefore, the landing performance of the aircraft is enhanced, and the safety and stability of the aircraft are guaranteed.

Description

Technical Field

[0001] This utility model relates to the technical field of manned aircraft parts and components, specifically a manned aircraft safety intelligent identification guidance buffer device. Background Technology

[0002] The landing gear system of a low-altitude manned aircraft is a crucial component of its landing gear system, primarily used to mitigate impact forces during landing, provide guidance, and reduce the transmission of ground vibrations. It protects the aircraft's structure and minimizes negative impacts on the pilot by absorbing the severe impact forces generated during landing, ensuring stable landing and takeoff. Its main functions include impact buffering, guidance, and reducing the transmission of vibrations and shocks. The landing gear system typically consists of elastic elements, a support frame, guidance devices, and components connecting to the fuselage and landing gear. Elastic elements (such as hydraulic dampers, gas springs, and rubber pads) absorb and dissipate impact energy, the support frame provides structural support, and the guidance devices ensure the aircraft maintains the correct orientation during takeoff and landing. Its working principle is based on the principles of energy absorption, guidance, and shock absorption. For example, the intelligent safety identification, guidance, and buffer device for manned aircraft disclosed in authorization announcement number CN220924509U includes an aircraft body, a guidance device, and a buffer device. The aircraft body contains a controller and a monitoring module for real-time monitoring of flight status, and a visual detection module for detecting road surface information is located below. The guidance device is located above the aircraft body and serves a guiding function, while the buffer device is located below the aircraft and serves a buffering function. This intelligent safety identification, guidance, and buffer device can monitor the aircraft's flight status in real time. If the aircraft is detected to be out of control, the guidance device will be activated immediately. Meanwhile, the visual detection module feeds back the detected ground information to the controller. The controller calculates and judges the ground information. If there are people below the current position, the servo controls the guide device to rotate, changing the aircraft's crash position. However, in the process of using the above technical solution, the buffer bar is mainly used to make the low-altitude aircraft body contact the ground. At this time, the buffer bar mainly generates elastic buffering force in the Z-axis direction. Once it is compressed to the limit position, it is difficult to provide buffering force. This means that during the contact between the low-altitude aircraft and the ground, the buffer structure will be unable to continue to absorb or reduce the impact energy. At this time, the impact force generated during landing will directly act on the structure and body of the low-altitude aircraft. Utility Model Content

[0003] The purpose of this utility model is to provide a safety intelligent identification and guidance buffer device for manned aircraft. Two double C-port landing frames are bolted and fixed to the bottom of the fuselage of the manned low-altitude aircraft and are used as landing gear. When the low-altitude manned aircraft lands, the support plate contacts the ground first and the shock-absorbing spring is compressed and buffered in the Z-axis direction. At the same time, the support plate and the upright move upward and cause the horizontal double-bar elastic buffer structure to deform, so as to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution: a manned aircraft safety intelligent identification and guidance buffer device, comprising a double C-port landing frame bolted to one side of the bottom end of the manned aircraft body and a support plate set at the bottom end of the double C-port landing frame. Vertical poles are fixed to both sides of the top of the support plate, and the top of the vertical poles extends into the interior of the double C-port landing frame and is fitted with a top beam. A shock-absorbing spring is installed between the support plate and the double C-port landing frame. Inverted U-shaped frames are fixed to both sides of the bottom of the double C-port landing frame, and a horizontal double-rod elastic buffer structure is installed on the outer wall of the inverted U-shaped frame near the center reference plane of the double C-port landing frame. The horizontal double-rod elastic buffer structure deforms when the top beam moves upward to absorb forces from the vertical direction.

[0005] Preferably, the back of the double C-port landing frame has two square connecting beams integrally formed, and the bottom of the double C-port landing frame is fixed with two secondary support legs on both sides.

[0006] Preferably, the top two sides of the double C-port landing frame are integrally formed with perforated protrusions for bolts to pass through.

[0007] Preferably, the shock-absorbing spring is wound around the upright, and the support plate, upright, and top beam are all made of aluminum alloy components.

[0008] Preferably, both ends of the top beam are fixed with ladder platforms. The horizontal double-rod elastic buffer structure includes two guide sleeves fixed on one side of the outer wall of the inverted U-shaped frame, guide rods slidably installed inside the guide sleeves, and a connecting plate fixed at the same end of the two guide rods. The top of the connecting plate is fixed with a stop that slides with the ladder platform. The outer wall of the stop near the ladder platform is provided with a slope. The outer circumference of the guide rod on one side of the guide sleeve is wrapped with a shock-absorbing spring. The other end of the guide rod is fixed with a stop.

[0009] Preferably, the outer diameters of the guide sleeve and the stop are both larger than the outer diameter of the second shock absorber spring.

[0010] Compared with the prior art, the beneficial effects of this utility model are as follows: This manned aircraft safety intelligent identification and guidance buffer device, through the design of a double C-port landing frame, support plate, shock absorber spring, and horizontal double-rod elastic buffer structure, can provide a more comprehensive buffering effect during the landing of low-altitude aircraft. It can not only provide effective elastic buffering in the Z-axis direction, but also provide buffering in the vertical and horizontal directions simultaneously, thereby enhancing the landing performance of low-altitude aircraft and ensuring the landing safety and stability of low-altitude aircraft. The support plate first contacts the ground, and absorbs the vertical impact force in the Z-axis direction through the compression of the shock absorber spring. At the same time, the deformation of the horizontal double-rod structure can provide moderate elastic buffering in the horizontal direction. The multi-axial buffering design can better cope with non-vertical impacts that may occur during landing, especially when low-altitude aircraft land on uneven ground, which may generate horizontal forces. Through elastic buffering in the horizontal direction, the vibration and lateral impact force when low-altitude aircraft contacts the ground can be effectively reduced, further improving the landing stability.

[0011] Furthermore, by introducing a horizontal double-bar elastic buffer structure, low-altitude aircraft can achieve a more balanced buffering effect during landing, effectively dispersing the impact force during landing, reducing the pressure on the aircraft's structure during landing, thereby reducing the risk of structural damage to the low-altitude aircraft and ensuring the landing safety of the low-altitude aircraft. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the rear view structure of this utility model;

[0013] Figure 2 This is a schematic diagram of the three-dimensional structure of the present invention. Figure 1 ;

[0014] Figure 3 This is a schematic diagram of the three-dimensional structure of the present invention. Figure 2 ;

[0015] Figure 4 This is a schematic diagram of the three-dimensional structure of the present invention. Figure 3 ;

[0016] Figure 5 This is a three-dimensional cross-sectional structural diagram of the present invention.

[0017] In the diagram: 1. Double C-shaped lifting frame; 101. Perforated convex plate; 102. Secondary support leg; 2. Square connecting beam; 3. Inverted U-shaped frame; 4. Horizontal double-rod elastic buffer structure; 401. Guide sleeve; 402. Guide rod; 403. Connecting plate; 404. Stop; 405. Second shock absorber spring; 406. Support platform; 4061. Sloping surface; 5. Support plate; 6. Upright pole; 7. First shock absorber spring; 8. Top beam; 9. Ladder platform. Detailed Implementation

[0018] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0019] Please see Figure 1-5 This utility model provides an embodiment of a manned aircraft safety intelligent identification and guidance buffer device, including a double C-port landing frame 1 bolted to one side of the bottom end of the manned aircraft body and a support plate 5 set at the bottom end of the double C-port landing frame 1. Uprights 6 are fixed to both sides of the top of the support plate 5, and the top of the uprights 6 extends into the interior of the double C-port landing frame 1 and is equipped with a top beam 8. A shock-absorbing spring 7 is installed between the support plate 5 and the double C-port landing frame 1. When the support plate 5 contacts the ground, the weight of the low-altitude aircraft will cause the shock-absorbing spring 7 to compress, using the elastic force of the spring to absorb and mitigate vertical impact, reducing the instantaneous impact force on the low-altitude aircraft body. The design of the shock-absorbing spring requires precise adjustment of its stiffness and elasticity to ensure that it can effectively buffer the impact force according to the weight of the low-altitude aircraft, the descent speed, and the expected landing impact force.

[0020] Both sides of the bottom of the double C-port landing frame 1 are fixed with inverted U-shaped frames 3, and a horizontal double-rod elastic buffer structure 4 is installed on the outer wall of the side of the inverted U-shaped frame 3 near the center reference plane of the double C-port landing frame 1. The horizontal double-rod elastic buffer structure 4 is used to deform when the top beam 8 moves upward to absorb the force from the vertical direction.

[0021] The back of the double C-port landing frame 1 has two square-mouth connecting beams 2 integrally formed. The two sides of the bottom end of the double C-port landing frame 1 are fixed with secondary support legs 102. The two sides of the top end of the double C-port landing frame 1 have perforated protrusion plates 101 integrally formed, and the perforated protrusion plates 101 allow bolts to pass through.

[0022] The square-mouth connecting beam 2 is used to improve the structural strength of the double C-mouth landing frame 1, so that the double C-mouth landing frame 1 can provide good rigidity and strength. Especially when the low-altitude aircraft contacts the ground, the double C-mouth landing frame 1 can disperse the vertical impact force to other parts of the device, reduce local stress concentration, and prevent the bottom structure of the low-altitude aircraft from being damaged due to excessive impact.

[0023] The double C-port landing frame 1 is bolted to the bottom of the low-altitude manned aircraft body through two perforated protrusions 101 at its top end, so that the device can be stably connected to the low-altitude manned aircraft. At this time, the two double C-port landing frames 1 need to be symmetrically installed at the bottom of the body to help the low-altitude manned aircraft land stably.

[0024] The shock-absorbing spring 7 is wound around the upright 6. The support plate 5, the upright 6, and the top beam 8 are all made of aluminum alloy.

[0025] Both ends of the top beam 8 are fixed with ladder platforms 9. The horizontal double-rod elastic buffer structure 4 includes two guide sleeves 401 fixed on one side of the outer wall of the inverted U-shaped frame 3, a guide rod 402 slidably installed inside the guide sleeve 401, and a connecting plate 403 fixed at the same end of the two guide rods 402. The top of the connecting plate 403 is fixed with a support platform 406 that slides with the ladder platform 9. A slope surface 4061 is provided on the outer wall of the support platform 406 near the ladder platform 9. A second shock-absorbing spring 405 is wound around the outer circumference of the guide rod 402 on one side of the guide sleeve 401. A stop 404 is fixed at the other end of the guide rod 402. The outer diameters of the guide sleeve 401 and the stop 404 are both larger than the outer diameter of the second shock-absorbing spring 405.

[0026] The upright 6 bears the vertical and lateral impact forces, and through the transmission of the supporting force, the top beam 8 moves upward. When the top beam 8 moves upward, the ladder 9 comes into contact with the slope surface 4061 of the abutment 406. The top beam 8 forces the two abutments 406 to move away from each other through the ladder 9 at both ends. That is, the abutment 406 and the connecting plate 403 drive the guide rod 402 and the stop 404 to approach the guide sleeve 401. At this time, the second shock absorber spring 405 is squeezed by the stop 404 and the guide sleeve 401. The deformation of the second shock absorber spring 405 absorbs the lateral impact force at the same time, so as to share the impact force from the vertical direction and keep the low-altitude aircraft in a stable attitude during landing.

[0027] In this embodiment, when the low-altitude manned aircraft approaches the ground, the various components of the device have not yet functioned, but are ready to withstand the impact force that will come during the landing process. When the bottom of the low-altitude aircraft touches the ground, the support plate 5 first contacts the ground and bears the initial impact force. The design of the support plate 5 can disperse the pressure generated during landing and reduce damage to the aircraft. As the support plate 5 contacts the ground, the shock absorber spring 7 begins to be compressed. The compression process of the shock absorber spring 7 absorbs the vertical impact force, thereby reducing the instantaneous impact on the aircraft body. During this process, the support plate 5, the upright 6, and the top beam 8 move upward. The top beam 8 forces the horizontal double-bar elastic buffer structure 4 on both sides inside the double C-port landing frame 1 to function. The horizontal double-bar elastic buffer structure 4 absorbs the vertical impact force from the ground through deformation, ensuring the stability of the low-altitude aircraft until the low-altitude manned aircraft completes a stable landing.

Claims

1. A manned aircraft safety intelligent identification guidance buffer device, characterized in that: The system includes a double C-port landing frame (1) bolted to one side of the bottom of the manned aircraft body and a support plate (5) set at the bottom of the double C-port landing frame (1). The top of the support plate (5) is fixed with uprights (6) on both sides. The top of the uprights (6) extends into the interior of the double C-port landing frame (1) and is fitted with a top beam (8). A shock-absorbing spring (7) is installed between the support plate (5) and the double C-port landing frame (1). The bottom of the double C-port landing frame (1) is fixed with inverted U-shaped frames (3) on both sides. A horizontal double-bar elastic buffer structure (4) is installed on the outer wall of the inverted U-shaped frame (3) near the center reference plane of the double C-port landing frame (1). The horizontal double-bar elastic buffer structure (4) is used to deform when the top beam (8) moves upward to absorb the force from the vertical direction.

2. The manned aircraft safety intelligent identification guidance buffer device according to claim 1, characterized in that: The back of the double C-port landing frame (1) has two square-mouth connecting beams (2) integrally formed, and the two sides of the bottom end of the double C-port landing frame (1) are fixed with secondary support legs (102).

3. The manned aircraft safety intelligent identification guidance buffer device according to claim 1, characterized in that: The top two sides of the double C-port landing frame (1) are integrally formed with perforated protrusions (101), through which bolts pass.

4. The manned aircraft safety intelligent identification guidance buffer device according to claim 1, characterized in that: The shock-absorbing spring (7) is wound around the upright (6), and the support plate (5), upright (6), and top beam (8) are all made of aluminum alloy.

5. The manned aircraft safety intelligent identification guidance buffer device according to claim 1, characterized in that: Both ends of the top beam (8) are fixed with ladder platforms (9). The horizontal double-rod elastic buffer structure (4) includes two guide sleeves (401) fixed on the outer wall of one side of the inverted U-shaped frame (3), a guide rod (402) slidably installed inside the guide sleeve (401), and a connecting plate (403) fixed at the same end of the two guide rods (402). The top of the connecting plate (403) is fixed with a support platform (406) that slides with the ladder platform (9). The support platform (406) has a slope surface (4061) on the outer wall of the side of the ladder platform (9) near the support platform (9). The outer circumference of the guide rod (402) on one side of the guide sleeve (401) is wrapped with a shock-absorbing spring (405). The other end of the guide rod (402) is fixed with a stop (404).

6. The manned aircraft safety intelligent identification guidance buffer device according to claim 5, characterized in that: The outer diameters of the guide sleeve (401) and the stop (404) are both larger than the outer diameter of the second shock absorber spring (405).

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