An unmanned aerial vehicle landing gear with built-in distributed circumferential damping to reduce swing

Abstract

The application relates to the technical field of unmanned aerial vehicle landing gears, in particular to an embedded distributed circumferential damping unmanned aerial vehicle landing gear swing reduction structure which comprises a damping sleeve, a damping piston rod, a landing gear outer cylinder and a locking nut, the damping of the damping sleeve and the damping piston rod is circumferential distribution. The damping sleeve is fixed in the landing gear outer cylinder and is locked and installed by the locking nut; the microstructure friction surface of the damping sleeve is in contact with the piston rod, and the friction surface of the damping sleeve is circumferentially provided with microstructures with different damping coefficients, which are used for adjusting the friction force and then adjusting the damping. The swing reduction structure does not need a hydraulic power source, can prevent the wheels from swinging by the friction damping generated by the microstructure friction surface of the distributed circumferential damping sleeve and the piston rod, the weight and volume of the overall structure are small, and therefore the flight safety of small and light aircrafts is ensured.

Description

Technical Field

[0001] This application relates to the technical field of unmanned aerial vehicle (UAV) landing gear, and in particular to a UAV landing gear anti-sway structure with built-in distributed circumferential damping. Background Technology

[0002] When an aircraft's takeoff speed exceeds a critical speed, the nose wheel experiences severe shimmy, leading to safety incidents such as tire tearing and landing gear breakage. Therefore, it is necessary to reduce nose wheel shimmy. Related technologies typically involve installing additional shimmy dampers on the landing gear to eliminate shimmy during takeoff. Hydraulic shimmy dampers are traditional shimmy reduction devices, but for small and light aircraft, due to weight limitations, using traditional hydraulic shimmy dampers would affect flight safety. Furthermore, small and light aircraft are increasingly moving towards full electrification, lacking hydraulic power sources, rendering traditional hydraulic shimmy dampers unsuitable. Utility Model Content

[0003] In order to enable the landing gear to achieve sway reduction without adding an additional sway damper and without the need for a hydraulic power source, this application provides a sway reduction structure for UAV landing gear with built-in distributed circumferential damping.

[0004] The technical solution for the built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure provided in this application is as follows: A built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure includes an axial locking member and a damping piston rod, a damping sleeve, and a landing gear outer cylinder that are tightly fitted together from the inside to the outside. The damping of the damping piston rod and the damping sleeve is distributed circumferentially, and the axial locking member is used to limit the axial displacement and detachment of the circumferential damping sleeve.

[0005] Optionally, the outer peripheral wall of the damping piston rod is provided with external surface microstructures, the external surface microstructures including a first external microstructure, a second external microstructure and a third external microstructure, the damping coefficients of the first external microstructure, the second external microstructure and the third external microstructure are different and decrease sequentially.

[0006] Optionally, the inner peripheral wall of the damping sleeve is provided with internal surface microstructures, the internal surface microstructures including a first internal microstructure, a second internal microstructure and a third internal microstructure, the damping coefficients of the first internal microstructure, the second internal microstructure and the third internal microstructure are different and decrease sequentially.

[0007] Optionally, the surfaces of the first external microstructure and the first internal microstructure are arranged along the flight path of the aircraft.

[0008] Optionally, the first external microstructure and the first internal microstructure are configured to correspond and fit together.

[0009] By adopting the above technical solution, the distributed circumferential damping sleeve is fixed inside the landing gear outer cylinder and locked in place by an axial locking device. The friction surface of the distributed circumferential damping sleeve contacts the friction surface of the damping piston rod, and the friction force is adjusted by setting friction microstructures with different damping coefficients. Compared with traditional technologies, the above-mentioned anti-shield structure can prevent wheel shimmy by using the friction damping generated by the microstructure friction surface of the distributed circumferential damping sleeve and the piston rod, without the need for additional anti-shield devices and hydraulic power sources. The overall weight and volume of the structure are small, thus ensuring the flight safety of small and lightweight aircraft.

[0010] Optionally, a steering servo is also included, which is mounted on the outer cylinder of the landing gear. When the aircraft is taxiing at high speed, the first external microstructure and the first internal microstructure correspond and fit together under the automatic centering action of the steering servo. At this time, the damping is at its maximum, effectively reducing the shimmy phenomenon.

[0011] When the landing gear is maneuvering on the ground, the first internal microstructure corresponds to and fits with the second or third external microstructure under the angle output of the steering servo. At this time, the damping is reduced, which facilitates maneuvering on the ground.

[0012] Optionally, a circumferential limiting component is also included, which is used to limit the relative circumferential displacement between the landing gear outer cylinder and the damping sleeve.

[0013] Optionally, the circumferential limiting member is a limiting protrusion, which is disposed on the inner circumferential wall of the landing gear outer cylinder, and the outer circumferential wall of the damping sleeve is provided with a limiting groove for the limiting protrusion to be engaged.

[0014] By adopting the above technical solution, the limiting protrusion and limiting groove have simple structures and are easy to process, and can limit the relative circumferential displacement of the landing gear outer cylinder and the damping sleeve.

[0015] Optionally, the limiting protrusion is distributed circumferentially along the outer cylinder of the landing gear, and the limiting groove is distributed circumferentially along the damping sleeve.

[0016] Optionally, the axial locking component is a locking nut, which includes a fixed section and a limiting section that are fixedly connected. The fixed section is sleeved on the bottom end of the landing gear outer cylinder and threadedly connected to the bottom end of the landing gear outer cylinder. The top surface of the limiting section abuts against the bottom surface of the damping sleeve.

[0017] Optionally, both the internal and external surface microstructures are provided in at least three locations, and are arranged in multiple gradients along the inner circumferential surface of the damping sleeve and the outer circumferential surface of the damping piston rod, respectively.

[0018] In summary, this application includes at least the following beneficial technical effects: This application proposes a built-in distributed circumferential damping landing gear anti-sway structure. Through damping matching of the landing gear's internal structure and design control of the surface microstructure, the landing gear achieves anti-sway functionality without adding additional anti-sway devices. This design solves the anti-sway problem of UAV landing gear while reducing its weight, requiring no additional equipment or hydraulic power source, and does not compromise product reliability while addressing the aforementioned issues. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the anti-sway structure in the embodiments of this application when it is installed on the landing gear.

[0020] Figure 2 This is a partial cross-sectional view of the anti-sway structure in the embodiments of this application when it is installed on the landing gear.

[0021] Figure 3 This is a structural schematic diagram used in the embodiments of this application to illustrate the positional relationship between the limiting protrusion and the limiting groove.

[0022] Figure 4 This is a schematic diagram illustrating the structure of the damping sleeve in an embodiment of this application.

[0023] Figure 5 This is a schematic diagram illustrating the structure of the damping piston rod in an embodiment of this application.

[0024] Explanation of reference numerals in the attached drawings: 100, damping sleeve; 110, locking nut; 120, limiting protrusion; 121, limiting groove; 122, first internal microstructure; 123, second internal microstructure; 124, third internal microstructure; 200, damping piston rod; 201, first external microstructure; 202, second external microstructure; 203, third external microstructure; 300, wheel; 400, steering gear; 500, landing gear outer cylinder. Detailed Implementation

[0025] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail.

[0026] This application discloses a landing gear anti-sway structure for a UAV with built-in distributed circumferential damping. (Refer to...) Figure 1-3The built-in distributed circumferential damping unmanned aerial vehicle (UAV) landing gear anti-sway structure includes an axial locking component, a circumferential limiting component, and a damping piston rod 200, a damping sleeve 100, a steering servo motor 400, and a landing gear outer cylinder 500, which are tightly fitted together from the inside out. The damping of the damping piston rod 200 and the damping sleeve 100 is circumferentially distributed. After the damping piston rod 200 moves to a designated position within the landing gear outer cylinder 500, it is fixedly connected to the landing gear outer cylinder 500. A wheel 300 is fixedly installed at the bottom end of the damping piston rod 200. The damping sleeve 100 can be set at any position that fits against the damping piston rod 200. In this embodiment, it is set at the lower end of the landing gear outer cylinder 500.

[0027] In this embodiment, the axial locking element is a locking nut 110, used to restrict the circumferential damping sleeve 100 from axial displacement and falling off. The locking nut 110 includes a fixed section and a limiting section arranged and fixedly connected from top to bottom. The fixed section is sleeved on the bottom end of the landing gear outer cylinder 500 and threadedly connected to the bottom end of the landing gear outer cylinder 500. The limiting section is sleeved on the damping piston rod 200, and the top surface of the limiting section abuts against the bottom surfaces of the damping sleeve 100 and the landing gear outer cylinder 500. The circumferential limiting element is used to restrict the relative circumferential displacement between the damping piston rod 200 and the damping sleeve 100.

[0028] Reference Figure 4-5 The outer peripheral wall of the damping piston rod 200 is provided with external surface microstructures, including a first external microstructure 201, a second external microstructure 202, and a third external microstructure 203. The damping coefficients of the first external microstructure 201, the second external microstructure 202, and the third external microstructure 203 are different and decrease sequentially. The inner peripheral wall of the damping sleeve 100 is provided with internal surface microstructures, including a first internal microstructure 122, a second internal microstructure 123, and a third internal microstructure 124. The damping coefficients of the first internal microstructure 122, the second internal microstructure 123, and the third internal microstructure 124 are different and decrease sequentially. The above distribution method is a coating method. The surfaces of the first external microstructure 201 and the first internal microstructure 122 are arranged along the flight direction of the aircraft. The first external microstructure 201 and the first internal microstructure 122 are correspondingly and closely fitted.

[0029] Reference Figure 1 and Figure 4-5 The steering servo 400 is fixedly installed on the outer cylinder 500 of the landing gear. When the aircraft is taxiing at high speed, the first external microstructure 201 and the first internal microstructure 122 correspond and fit together under the automatic centering action of the steering servo 400. At this time, the damping is at its maximum, which effectively reduces the sway phenomenon.

[0030] When the landing gear is maneuvering on the ground, the first internal microstructure 122 corresponds to and engages with the second external microstructure 202 or the third external microstructure 203 under the angle output of the steering servo 400, and the first external microstructure 201 corresponds to and engages with the second internal microstructure 123 or the third internal microstructure 124 under the angle output of the steering servo 400. At this time, the damping is reduced, which facilitates maneuvering on the ground.

[0031] The distributed circumferential damping sleeve 100 is fixed inside the landing gear outer cylinder 500 and locked in place by the axial locking nut 110. The friction surface of the distributed circumferential damping sleeve 100 contacts the friction surface of the damping piston rod 200. The friction force is adjusted by setting friction microstructures with different damping coefficients. Compared with traditional technologies, the above-mentioned anti-shield structure can prevent the wheel 300 from shimming through the friction damping generated by the microstructure friction surface of the distributed circumferential damping sleeve 100 and the piston rod. It eliminates the need for additional anti-shield devices and hydraulic power sources, resulting in a smaller overall weight and volume, thus ensuring the flight safety of small, lightweight aircraft.

[0032] Reference Figure 3 and 5 In this embodiment, the circumferential limiting member is a limiting protrusion 120, which is disposed on the inner circumferential wall of the landing gear outer cylinder 500. A limiting groove 121 for engaging the limiting protrusion 120 is provided on the outer circumferential wall of the damping sleeve 100. The limiting protrusion 120 is distributed circumferentially along the landing gear outer cylinder 500, and the limiting groove 121 is distributed circumferentially along the damping sleeve 100. The limiting protrusion 120 and the limiting groove 121 have simple structures, are easy to manufacture, and can limit the relative circumferential displacement between the landing gear outer cylinder 500 and the damping sleeve 100.

[0033] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A landing gear anti-sway structure for a UAV with built-in distributed circumferential damping, characterized in that: It includes an axial locking component and a damping piston rod (200), a damping sleeve (100) and a landing gear outer cylinder (500) that are tightly fitted from the inside to the outside. The damping of the damping piston rod (200) and the damping sleeve (100) is distributed circumferentially. The axial locking component is used to prevent the circumferential damping sleeve (100) from axially displacing and falling off.

2. The built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure according to claim 1, characterized in that: The outer peripheral wall of the damping piston rod (200) is provided with external surface microstructures, which include a first external microstructure (201), a second external microstructure (202) and a third external microstructure (203). The damping coefficients of the first external microstructure (201), the second external microstructure (202) and the third external microstructure (203) are different and decrease sequentially.

3. The built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure according to claim 2, characterized in that: The inner peripheral wall of the damping sleeve (100) is provided with internal surface microstructures, including a first internal microstructure (122), a second internal microstructure (123) and a third internal microstructure (124). The damping coefficients of the first internal microstructure (122), the second internal microstructure (123) and the third internal microstructure (124) are different and decrease sequentially.

4. The built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure according to claim 3, characterized in that: The surfaces of the first external microstructure (201) and the first internal microstructure (122) are arranged along the flight path of the aircraft.

5. The built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure according to claim 3, characterized in that: It also includes a steering servo (400), which is mounted on the outer cylinder (500) of the landing gear. When the aircraft is taxiing at high speed, the first external microstructure (201) and the first internal microstructure (122) correspond and fit together under the automatic centering action of the steering servo (400). At this time, the damping is at its maximum, which effectively reduces the sway phenomenon. When the landing gear is maneuvering on the ground, the first internal microstructure (122) corresponds to and fits with the second external microstructure (202) or the third external microstructure (203) under the angle output of the steering servo (400), and the first external microstructure (201) corresponds to and fits with the second internal microstructure (123) or the third internal microstructure (124) under the angle output of the steering servo (400). At this time, the damping is reduced, which facilitates maneuvering on the ground.

6. A built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure according to any one of claims 1-5, characterized in that: It also includes a circumferential limiting component, which is used to limit the relative circumferential displacement between the landing gear outer cylinder (500) and the damping sleeve (100).

7. The built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure according to claim 6, characterized in that: The circumferential limiting component is a limiting protrusion (120), which is disposed on the inner circumferential wall of the landing gear outer cylinder (500). The outer circumferential wall of the damping sleeve (100) is provided with a limiting groove (121) for the limiting protrusion (120) to be engaged.

8. The built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure according to claim 7, characterized in that: The limiting protrusion (120) is distributed circumferentially along the outer cylinder (500) of the landing gear, and the limiting groove (121) is distributed circumferentially along the damping sleeve (100).

9. A built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure according to any one of claims 1-5, characterized in that: The axial locking component is a locking nut (110), which includes a fixed section and a limiting section that are fixedly connected. The fixed section is sleeved on the bottom end of the landing gear outer cylinder (500) and threadedly connected to the bottom end of the landing gear outer cylinder (500). The top surface of the limiting section abuts against the bottom surface of the damping sleeve (100).

10. A built-in distributed circumferential damping unmanned aerial vehicle landing gear anti-sway structure according to claim 3, characterized in that: Both the internal and external surface microstructures are provided in at least three locations, and are arranged in multiple gradients along the inner circumferential surface of the damping sleeve (100) and the outer circumferential surface of the damping piston rod (200).

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