203results about "Wheel arrangements" patented technology

A pneumatic tire (10) is disclosed comprising a carcass (22) and a belt structure (40). The belt structure (40) comprises a plurality of belt layers that include at least one spiral belt layer (60) and at least one zigzag belt layer (70). Each of the at least one spiral belt layers (60) has cords arranged at an angle of 5° or less with respect to an equatorial plane of the pneumatic tire (10) and each of the at least one zigzag belt layers (70) has cords arranged at an angle in a range of from of 2° to 40°, alternatively from 5° to 30°, with respect to the equatorial plane of the pneumatic tire (10) and extending in alternation to turnaround points at each lateral edge of the belt structure (40). A first belt layer of the plurality of belt layers located radially outward of the carcass (22) is one of the at least one spiral belt layers (60). The first belt layer has an axial width less than the axially widest belt layer of the plurality of belt layers. The pneumatic tire (10) further comprises a tread (20) comprising two or more main grooves (17a, 19a, 17b, 19b) extending circumferentially continuously around the pneumatic tire (10) and defining a plurality of ribs (25a, 23a, 21, 23b, 25b) that include an axially outermost rib (25a, 25b) on each lateral side of the tread (20). At 10% to 100% of the rated inflation pressure of the pneumatic tire (10) and no load, each of the two axially outermost ribs (25a, 25b) is radially raised in relation to a respective next nearest rib (23a, 23b) located axially inward of the respective axially outermost rib (25a, 25b).

The rotary shimmy damper comprises an inner cylinder and an outer cylinder rotationally arranged outside the inner cylinder in a sleeving mode, the portion between the inner cylinder and the outer cylinder is divided into a first outer cavity and a second outer cavity which are independent of each other, and a first one-way elastic damping valve set is arranged on the portion, between the first cavity and the second cavity, of the outer cylinder; an inner cavity communicating with the first outer cavity and the second outer cavity is formed in the inner cylinder, and a torsion damping assembly is rotationally arranged in the inner cavity. The first one-way elastic damping valve set comprises conical damping valve bodies and reset springs, a middle cavity is formed in the position, between the first cavity and the second cavity, of the outer cylinder, the conical damping valve bodies are arranged at the left end and the right end of the middle cavity in a sliding mode, and the conical surfaces of the conical damping valve bodies at the left end and the right end are arranged oppositely. A reset spring is arranged at one end of the conical damping valve body, and a center hole with the diameter smaller than the drift diameter of the middle cavity is formed in the center of the conical damping valve body. Circumferential rotation type damping shimmy reduction can be carried out on an external load, and the size of the shimmy damper is effectively reduced while the shimmy reduction effect is guaranteed.

The invention relates to unmanned aerial vehicle equipment, in particular to an unmanned aerial vehicle turning device which comprises a motor, a clutch, a speed reducer, an angle sensor, an electric connector, an output gear, a first protective cover and a second protective cover. The motor is connected with a motor wire harness, the clutch is connected with a clutch wire harness, the angle sensor is connected with an angle sensor wire harness, and the motor, the clutch, the speed reducer, the angle sensor, the motor wire harness, the clutch wire harness and the angle sensor wire harness are sleeved with the first protection cover. The second protection cover is arranged outside the output gear in a sleeved mode, a shell of the speed reducer is provided with a first protruding edge, a second protruding edge and a third protruding edge on the outer edge of the first supporting lug and the outer edge of the second supporting lug, and the first edge, the second edge and the third edge of the notch in the second containing body abut against the first protruding edge, the second protruding edge and the third protruding edge respectively. The protection level is high, and the installation process is more convenient and safer.

An aircraft assist system described herein includes an aircraft coupling counterpart attached to a strut of a landing gear of an aircraft, and an assist vehicle. The assist vehicle includes a frame, ground-engaging wheels mounted to the frame, a power source for driving one or more of the ground-engaging wheels, and a vehicle coupling counterpart for engagement with the aircraft coupling counterpart. The aircraft coupling counterpart and the vehicle coupling counterpart define a swivel connection for transferring a propulsive force from the takeoff assist vehicle to the aircraft. The aircraft coupling counterpart is disengageable from the vehicle coupling counterpart by upward movement of the aircraft coupling counterpart relative to the vehicle coupling counterpart.

An aircraft landing gear damping device belongs to the technical field of aircraft damping. The problems that a traditional undercarriage damping structure is poor in damping effect, complex in structure and high in maintenance cost are solved. The mounting frame comprises a mounting plate and two L-shaped plates, the damping mechanism comprises a first damping unit and a second damping unit, the two L-shaped plates are oppositely arranged on the left side and the right side of the lower end face of the mounting plate, the first damping unit comprises two first damping assemblies, and the two first damping assemblies are arranged between the undercarriage and the lower end faces of the corresponding L-shaped plates correspondingly. The second damping unit is arranged in a space defined by the lower end face of the mounting plate and the two L-shaped plates, the left and right ends of the second damping unit are slidably connected with the inner side walls of vertical plates of the two L-shaped plates correspondingly, and the left and right sides of the lower end of the second damping unit are slidably connected with the upper end faces of transverse plates of the two L-shaped plates correspondingly; the upper end of the undercarriage is fixedly connected with the lower end of the second damping unit. The shock absorber can efficiently absorb shock, and is stable in structure, easy to maintain and high in adaptability.

The utility model relates to the technical field of undercarriages, in particular to a modular undercarriage with a strong stability mechanism, which comprises a bearing frame, two adjusting plates are fixedly connected to one side of the bearing frame and are symmetrically arranged, an auxiliary bearing frame is fixedly mounted at one end of the bearing frame, and a plurality of auxiliary bearing frames are fixedly mounted at the other end of the bearing frame. The surface of the adjusting plate is rotatably connected with a mounting plate, the surface of the mounting plate is fixedly connected with a first shock absorption supporting column, the first shock absorption supporting column is hollow, and the inner wall of the first shock absorption supporting column is slidably connected with a vertical rod. Kinetic energy generated when the aircraft lands on the runway is converted into electric energy to be transmitted to the super-capacitor module to be stored, so that energy which is originally consumed and wasted in the braking process is recycled, cyclic utilization of the energy is achieved, the overall energy utilization efficiency of the aircraft is improved, dependence on external energy is reduced to a certain degree, and the operation cost is reduced.

The invention relates to a front wheel hub cover capable of transmitting tire pressure and energy signals in a non-contact mode, and belongs to the field of tire pressure monitoring of airplane wheel braking systems. The front wheel hub cover comprises a cover cylinder, a sleeve, a capacitor plate assembly, a coil, a support assembly, a frameless coil and a connecting piece assembly. The front wheel hub cover is integrally installed on the outer side of the end face of the outer half hub bearing chamber of the front airplane wheel of the airplane. Through the non-contact coil coupling technology, the front wheel hub cover receives an energy signal provided by the in-shaft adapter, supplies power to the tire pressure sensor, then receives a tire pressure signal transmitted by the tire pressure sensor and transmits the tire pressure signal to the in-shaft adapter, and non-contact tire pressure monitoring is achieved. An effective solution is provided for improving the stability and accuracy of airplane front tire pressure signal transmission, and the problems that in the prior art, a contact type tire pressure monitoring system is prone to abrasion and low in reliability are solved.

The invention related to a Landing gear (10) for a vertical take-off and landing aircraft (100), comprising a wheel (20), a shock absorber (30) with an absorber connection (32) to connect to a fuselage (110) of the aircraft (100) and at least one attachment lever (40) with a lever connection (42) to connect to the fuselage (110) of the aircraft (100) spaced apart from the absorber connection (32), the wheel (20) being attached to the attachment lever (40) spaced apart from the lever connection (42), wherein the shock absorber (30) is connected to the wheel (20) directly or indirectly via a wheel connection (34) to provide a load path (LP) for vertical load from the wheel (20) to the absorber connection (32), and wherein the shock absorber (30) comprises a fuse pin (36) at the absorber connection (32) and / or the wheel connection (34) having a predetermined breaking load to break and release the connection at the absorber connection (32) and / or the wheel connection (34), and wherein the attachment lever (40) comprises a rotary bearing (41) providing a folding movement for the wheel (20) from an extended landing position (ELP) into a crash position (CP) when the fuse pin (36) breaks.

The utility model relates to the technical field of aircraft landing gears, in particular to a damping mechanism for a main landing gear of a light aircraft, which comprises a landing gear, aircraft wheels, a connecting rod, a vertical damper and the like. The undercarriage is composed of two supporting frames in bilateral symmetry, the left supporting frame and the right supporting frame are in transverse sliding connection through a middle sliding rail, vertical shock absorbers are symmetrically arranged in the rear side of the undercarriage, and each vertical shock absorber is composed of a fixed end, a movable end and a spring. After the airplane wheels are in contact with the ground, pressure is applied to the vertical shock absorbers through the connecting rods, springs of the vertical shock absorbers deform, meanwhile, the connecting rods rotate, accordingly, the oblique shock absorbers are driven to move downwards through the kidney-shaped grooves, springs of the oblique shock absorbers deform, and therefore the airplane wheels are driven to move downwards. Through cooperation of the vertical shock absorbers and the inclined shock absorbers, vertical force and inclined force generated when an aircraft slides can be effectively decomposed and absorbed, the shock absorption effect is optimized, the stability of the undercarriage is improved, and the stable posture of the aircraft on the ground is ensured.

The invention relates to the technical field of aviation aircraft wheel design, in particular to a rapid drainage aircraft wheel of an aviation aircraft wheel and a design method thereof, and the design method comprises the steps that the inner surface of a hub is a divergent flow guide surface, and a drainage gap is formed between the inner surface of the hub and a heat screen. According to the invention, through the design of the divergent flow guide surface and the drainage gap, the accumulated water of the airplane wheel in a special environment can be rapidly and actively drained.

A locking system including a locking washer, a nut, and a retainer that together serve to secure a wheel hub to a spindle. The locking washer has a tab that extends through the nut and the retainer and that surrounds and is positioned rearward on the retainer so as to secure the retainer both axially and rotationally. The tab has an initial position corresponding to an unlocked position, and a distal end of the tab extends beyond the wheel hub far enough in the initial position to prevent a cap from being set on the tab when the tab is in the initial position. Thus, the cap cannot be installed until the tab is bent to a locked condition.

The invention relates to a device for preventing rotation of a wheel (1) rotatably mounted on an axle (2) for rotation about an axis of rotation (X), comprising: a receiving member (4) rigidly attached to the wheel and provided with an inner face having regularly distributed axial cavities (4e); a rotationally stationary cage (6) extending around the axle and facing the receiving member, the cage comprising an axial recess (6a) accommodating a section (7), the section (7) being movable within the cage in a respective radial direction between an engaged position, in which the section engages in the receptacle of the receiving member, and a released position, in which the section (7) does not engage in the receptacle of the receiving member; the section is disengaged from the receiving portion of the receiving member; a pushing member (5) made of a material capable of guiding magnetic flux, extending around the axle so as to cooperate with the section via the inclined bearing surface and mounted for axial movement between a locked position, in which the pushing member forces the section into the engaged position, and an unlocked position, in which the pushing member does not engage with the section. The urging member urges the section into the release position; a resetting member (12) for resetting the pushing member to its locking position and maintaining it there; a permanent magnet (14) exerting an electromagnetic force on the urging member, intended to hold the urging member in the unlocked position against the force of the resetting member; an electromagnet (15) selectively energizable to counteract the force of the permanent magnet to allow the push member to move from the unlocked position to the locked position under the action of the reset member, or to enhance the force of the permanent magnet to move the push member from the locked position to the unlocked position against the force of the reset member. The invention also relates to a wheel and an aircraft equipped with such a device.

The application relates to the technical field of airplane landing gears, in particular to a strut type landing gear of a basic trainer airplane, which comprises a first hydraulic rod, a second hydraulic rod, a first supporting rod and a second supporting rod, and also comprises a tire; the bottom end of the first hydraulic rod is provided with a first telescopic rod; the bottom end of the first telescopic rod is fixedly installed with a second base shaft; the two ends of the second base shaft are both rotationally connected with rotating shafts; one end of each rotating shaft is fixedly installed with a spoke pipe; one end of the spoke pipe is fixedly installed with a wheel hub; the tire is arranged on the inner wall of the wheel hub; when the tire of the trainer airplane just touches the ground, the tire pressure of the tire can be monitored according to a pressure sensor; when the tire pressure is monitored to be too high, the controller controls the exhaust valve to exhaust the air in the tire; the elasticity of the tire is reduced through pressure relief, so that the bouncing degree of the tire when landing on the ground is obviously reduced, and the safety is improved, and the landing accident caused by bouncing is avoided.

The invention discloses a landing buffer mechanism and a flight device, and relates to the field of aircrafts. The landing buffer mechanism comprises at least one group of buffer components which are arranged below the wings. The buffer assembly comprises a shell, a plurality of buffer rods, a linkage unit and an elastic piece. The multiple buffer rods are assembled on the shell in a sliding mode, and at least part of rod bodies extend to the outer side of the shell. Each linkage unit is arranged between every two adjacent buffer rods and used for enabling the two buffer rods to move face to face or back to back when the buffer rods slide relatively. The elastic piece sleeves the outer wall of the linkage unit and is used for driving the buffer rod to reset. When the landing surface is flat, the plurality of buffer rods slide synchronously, and the elastic piece provides buffering; when a landing surface is uneven, the buffer rods slide independently according to terrain differences, relative movement is generated through the linkage units to be matched with topographic relief in a self-adaptive mode, damping force generated by the elastic pieces and the relative movement cooperatively provides a buffer effect, posture changes of an aircraft body are effectively restrained, and landing stability and safety are improved.

The present application relates to the field of aviation brake wheel, in particular to a novel single-web aircraft brake master wheel, comprising: a brake assembly and a wheel assembly arranged on the landing gear shaft, the wheel assembly and the brake assembly are installed on the landing gear shaft to form the single-web aircraft brake master wheel, wherein the outer ring of the heat sink assembly and the inner wall of the outer cylinder of the hub assembly form a first heat dissipation channel, the inner ring of the brake shell assembly and the outer wall of the inner cylinder of the hub assembly form a second heat dissipation channel, the second heat dissipation channel is communicated with the through hole arranged on the end surface of the brake shell assembly, the airflow output by the cooling fan assembly in the air collecting cavity passes through the heat dissipation holes arranged on the hub web, the first heat dissipation channel and the second heat dissipation channel to take the heat of the heat sink assembly to the outside of the brake assembly. The present application can dissipate the radiation heat of the heat sink assembly to the atmosphere outside the aviation wheel, greatly improving the cooling efficiency of the cooling fan on the heat sink assembly.

A retainer for connecting two panels of a heat shield assembly, the retainer comprising: a central elongate panel having a length l and a width w, a top end, a bottom end and first and second long sides extending from the top end to the bottom end; a first side panel extending along the first long side of the central elongate panel and a second side panel extending along the second long side of the central elongate panel; a first U-shaped fold joining the central elongate panel first long side to the first side panel, and a second U-shaped fold joining the second long side to the second side panel.

A landing gear assembly for rotorcraft includes a shock absorber, a ground support assembly and an airframe linkage assembly. The shock absorber includes a force sensor to detect a pressure of an incompressible fluid within the shock absorber and a temperature sensor to detect a temperature of the fluid. The ground support assembly is linked to the shock absorber and includes an axle and a ground contact element movable in relation to the axle. The linkage assembly is linked to the shock absorber and / or the ground support assembly and includes a position sensor to detect movement of the axle between compressed and uncompressed conditions of the shock absorber. Various rotorcraft include one, two, three or more landing gear assemblies and an attitude control system. Various rotorcraft methods process sensor signals from one, two, three or more landing gear assemblies at the attitude control system to provide various rotorcraft functions.

Landing gear (10) for an aircraft (100), comprising a wheel (20) or a skid, a shock absorber (30) with an absorber connection (32) to connect to a fuselage (110) of the aircraft (100) and at least one attachment lever (40) with a lever connection (42) to connect to the fuselage (110) of the aircraft (100) spaced apart from the absorber connection (32), the wheel (20) or skid being attached to the attachment lever (40) spaced apart from the lever connection (42), wherein the shock absorber (30) is connected to the wheel (20) or skid directly or indirectly via a wheel or skid connection (34) to provide a load path (LP) for vertical load from the wheel (20) or skid to the absorber connection (32), and wherein the shock absorber (30) comprises a fuse pin (36) at the absorber connection (32) and / or the wheel or skid connection (34) having a predetermined breaking load to break and release the connection at the absorber connection (32) and / or the wheel or skid connection (34), and wherein the attachment lever (40) comprises a rotary bearing (41) providing a folding movement for the wheel (20) or skid from an extended landing position (ELP) into a crash position (CP) when the fuse pin (36) breaks.

A landing gear assembly 30 for an aircraft 10 comprising: a main body 40 that is aftwardly pivotable; and a bracing structure 50 coupled to the main body 40, the bracing structure 50 being configurabl

A heat shield for a wheel assembly may comprise a plurality of heat shield segments (122) and a plurality of heat shield retainers (130) coupled to the plurality of heat shield segments. A plurality of shield bumpers may be coupled to a radially outward surface of each heat shield segment of the plurality of arcuate heat shield segments. A first retainer bumper may be located over a first radially outward surface of each heat shield retainer of the plurality of heat shield retainers.

The present invention relates to an air-land-water flight vehicle. Within a main frame, the front and rear ends of an upper frame are provided with propeller compartments for placement of folding propeller assemblies, a parachute compartment being provided between the folding propeller compartments; the front section of a lower frame is provided with a control cabin for piloting and loading of passengers and cargo, two sides of the middle rear section of the lower frame are provided with wing compartments for placement of retractable folding wing assemblies, two rear sides of the rear section of the lower frame are respectively provided with storage compartments, an integrated compartment being provided between the storage compartments, and a balloon compartment for placement of a balloon deployment and retraction system is provided below the middle of the lower frame; the folding propeller assemblies are mounted on the main frame, the retractable folding wing assemblies are symmetrically mounted on two sides at the rear of the main frame by means of connecting structures, and traveling wheels are provided below the main frame. The air-land-water fight vehicle has a compact structure, can travel and park on land and water and can perform vertical take-off and landing on land and water, and can change the form in mid-air; the flight vehicle is an electric flight vehicle that maintains long endurance with a certain payload, and ensures safe flight.

The present disclosure relates to a main landing gear and an airplane, the main landing gear comprising a strut, a rocker, one end of the body rocker being connected to the body strut through a first mounting shaft, and the body rocker being rotatable around the first mounting shaft of the body, a bumper, one end of the body bumper being connected to the body rocker through a second mounting shaft, and the other end being connected to the body strut through a third mounting shaft, a wheel assembly, being rotatably connected to the other end of the body rocker, a hydraulic brake, being arranged on the body wheel assembly, an electric control brake valve, being used to provide hydraulic oil to the hydraulic brake, and control the pressure of the hydraulic oil to accurately control the landing rolling distance of the airplane and improve the reliability. The rocker, the strut and the bumper are modularly designed, which is convenient for later maintenance and replacement, and the connecting structure is simple and reliable, the height of the main landing gear is low, which is conducive to obtaining a larger and regular cargo compartment loading environment.

The invention relates to aircraft landing gear (0) having a male part (M0, M1, M3) interlocked with a female part (F0, F1, F2, F3) along an interlocking direction (D). The external contact surface of the male part (M0, M1, M3), when it is observed along the interlocking direction (D), is an exclusively convex closed surface having external contact surface portions in the form of rounded lobes (L1, L2, L3, L4) that form obstacles to the pivoting of the female part (F0, F1, F2, F3) with respect to the male part (M0, M1, M3) about the interlocking direction (D). The invention also relates to an aircraft having such landing gear.

The invention discloses a household intelligent, light, safe and folding type small manned aircraft which comprises a ground walking system, a rotor wing flight system, a cabin, a fixed wing flight system and the like, and the ground walking system comprises tire supporting legs, stress spring sensors and driving motors; the rotor wing flight system comprises a foldable machine arm, a motor, a rotor wing and an anti-collision radar; the fixed wing flight system comprises a foldable fixed wing, a motor and a rotor wing. The aircraft top adopts the inflatable low-cost parachute, the aircraft bottom adopts the anti-falling safety airbag, the wings are provided with the anti-collision radars, and the micro laser ranging radar is arranged in front, so that the aircraft is safe and reliable to use. The structural part is made of the carbon fiber material, so that the weight is light. The foldable electric vehicle has the advantages of being reasonable in structure, high in practicability, small in size, light in weight, foldable, high in controllability, low in cost, safe, reliable and high in intelligent degree.

The invention provides a pneumatic tire having a tire tread with a ground engaging outer surface. The tread further has a first or central tread zone located on the central or crown portion of the tread and formed of a first rubber compound. Additionally, the tread has a second or shoulder tread zone located axially outward of the first or central tread zone on each lateral end of the tread. The second or shoulder tread zone is formed of a second rubber compound. In one example, the first rubber compound has a G′ (at 50% strain) in the range of 1.6 to 1.8 MPa. In another example, the second rubber compound has a G′ (at 100% strain) in the range of 800 to 830 KPa.

The invention relates to the technical field of robots, in particular to a balanced flight anti-collision robot which comprises a robot body, and a negative pressure cavity is formed in the bottom end of the robot body; a power supply unit and a duct fan are arranged in the negative pressure chamber; the lifting mechanism comprises a mounting seat, a telescopic component and a motor a; the four mounting bases are located at the corners of the periphery of the robot body correspondingly. A groove a is formed in the mounting seat; a motor a is mounted in the groove a; the output end of the motor a is connected with the robot body through a rotating shaft; the telescopic component is arranged on the mounting seat, and the output end of the telescopic component penetrates through the mounting seat; an air groove is formed in the bottom end face of the robot body. An elastic film for sealing the air groove is arranged on the bottom end surface of the robot body; an air pump is arranged on the robot body; the air pump communicates with the air groove. The function of crossing large obstacles can be achieved, and meanwhile the influence of inertia on sudden stop of the robot body can be reduced to the maximum extent.

A landing gear system (5) for an aircraft (1) includes a nose landing gear (2) and at least one rear landing gear, the rear landing gear being of bogie beam type and including at least two wheels. The landing gear system is also equipped with a hybrid braking system, which includes at least one friction brake and at least one auxiliary brake that provides energy dissipation by means other than friction. At least one of the wheels of the rear landing gear is equipped with only one or more auxiliary brakes, and at least one of the wheels of the rear landing gear is equipped with only one or more friction brakes. All wheels of the rear landing gear are equipped with at least one auxiliary brake or a friction brake. An aircraft equipped with such a landing gear system.