385results about "Wheel arrangements" patented technology

The utility model relates to a variable-configuration tilting quad-rotor unmanned aerial vehicle which comprises rotors (1), motors (2), main wings (3), a fuselage (4), a vertical fin (7), a power supply unit (8), a control unit (9), tilting steering engines (10), driving rocker arms (11), tilting connecting rods (13), tilting rod supports (16), front tilting rods (17), rear tilting rods, front driven rocker arms (18) and rear driven rocker arms. The tilting mechanism is simple in configuration form, the appearance of the whole tilting mechanism is not greatly changed in the tilting process, and the pneumatic influence in the tilting process is relatively small. When the rotors tilt forwards, a conventional rotor fixed wing aircraft mode is adopted, when the rotors tilt upwards, a conventional four-rotor unmanned aerial vehicle mode is adopted, and various modes and modes such as vertical take-off and landing, hovering and forward flying can be achieved.

The invention discloses an all-electric turning execution mechanism and a turning anti-swing control method for a front wheel of an unmanned aerial vehicle, the all-electric turning execution mechanism comprises a motor, an electromagnetic clutch, a parallel gear box and an output gear, the electromagnetic clutch comprises a stator, a rotor and an armature, the stator is fixedly connected with a shell of the motor, and the rotor is connected with an output shaft of the motor; the armature is connected with a high-speed shaft of the parallel gearbox, and the output gear is fixedly connected with a low-speed shaft of the parallel gearbox. The motor, the electromagnetic clutch, the parallel gear box and the output gear are designed in an integrated mode, double optimization of the structure and functions is achieved, the number of parts and the connecting complexity are greatly reduced, and the requirements of the unmanned aerial vehicle for light weight and compact layout are met; by means of the connection and disconnection characteristics of the electromagnetic clutch, accurate active anti-swing and front wheel turning control can be achieved through linkage of the motor and the parallel gear box during power-on, and passive anti-swing can be achieved through a mechanical structure during power-off.

The undercarriage comprises a front undercarriage and two main undercarriages, the front undercarriage is arranged on the front side of the bottom of an aircraft body and comprises a front aircraft wheel and a front buffering supporting column, one end of the front buffering supporting column is connected with the aircraft body and arranged in the aircraft body, and the other end of the front buffering supporting column is connected with the aircraft body. The other end penetrates out of the machine body and is elastically connected with the front machine wheel; the two main undercarriages are arranged on the two opposite sides of the bottom of the aircraft body respectively, each main undercarriage comprises a buffer frame body, the two ends of each buffer frame body are a hinged end and a free end respectively, the hinged ends are hinged to the inner side of the aircraft body, and the free ends are connected with main aircraft wheels. Part of the structure of the front undercarriage is arranged in the aircraft body, and the rocker arm of the main undercarriage is directly hinged with the aircraft body, so that the overall windward area of the undercarriage is reduced, the aerodynamic resistance and the overall weight of the aircraft are reduced, the overall performance and the endurance of the aircraft are improved, and meanwhile, the aircraft is suitable for the aircraft with a shorter aircraft body.

The invention discloses an unmanned aerial vehicle with an anti-impact function, and relates to the technical field of unmanned aerial vehicles, the unmanned aerial vehicle comprises an unmanned aerial vehicle body, anti-impact mechanisms, a fixing rod, a detection mechanism and an adjusting mechanism, the anti-impact mechanisms are fixedly connected to the periphery of the outer wall of the unmanned aerial vehicle body, and the fixing rod is fixedly connected to the center of the top of the unmanned aerial vehicle body; a detection mechanism is fixedly connected to the top of the fixing rod, two adjusting mechanisms are fixedly connected to the bottom of the unmanned aerial vehicle body, an anti-impact mechanism is arranged, the shock resistance and impact resistance of a fuselage and propellers of the unmanned aerial vehicle body are improved, the influence of shock on internal precise elements is reduced, and stable operation of equipment is guaranteed; meanwhile, damage to the machine body and parts is reduced through deformation buffering and energy absorption, and the safety and survivability of the equipment are improved; the detection mechanism is arranged, the obstacles are detected in multiple directions through rotation of the four laser range finders, distance information is transmitted to an external display screen, data support is provided for obstacle avoidance decision making, and collision accidents are avoided.

A case for carrying loads by an Unmanned Aerial Vehicle (UAV) comprises a first end comprising a first cap and a first opening and a second end comprising a second cap and a second opening, the second opening being smaller than the first opening. The case also comprises a rechargeable battery pack that, when the case is secured to the UAV, is configured to provide a power source for the UAV and the first cap and the second cap each comprising at least one metal connector for providing power to the UAV.

The invention relates to the technical field of aerospace, and discloses a novel aircraft auxiliary landing stabilizing device and a control system thereof.The novel aircraft auxiliary landing stabilizing device comprises an aircraft body, an undercarriage is rotatably connected to the interior of the aircraft body, a fixing plate is arranged in the undercarriage, and a control center is fixedly connected to the outer wall of one side of the fixing plate; a fixing assembly is fixedly connected to the outer wall of the other side of the fixing plate, an adjusting assembly is fixed in the fixing assembly, an air inlet assembly is fixedly connected to the lower surface of the adjusting assembly, an airflow rotating assembly is fixedly connected to the interior of the air inlet assembly, and a transmission assembly is arranged in the fixing shell. And the outer wall of the transmission assembly is fixedly connected with a machine wheel. In the invention, the electric push rod is controlled by the control center, the rotation angle of the guide plate is finally controlled, and the airplane wheels are finally driven to rotate, so that the friction force at the landing moment can be obviously reduced, and the tire wear and overload risk can be reduced.

Disclosed is a method of communicating configuration data of a tire pressure monitoring device configured to be affixed to a wheel in use. The method includes, at the tire pressure monitoring device, receiving (102) a request to confirm configuration data, and responsive to receipt of the request to confirm configuration data, transmitting (104) a configuration data signal which encodes the configuration data. The configuration data signal is configured to be received and understood by a human.

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).

Landing gear system (5) for an aircraft (1), the landing gear system comprising a nose landing gear (2) and at least one tail landing gear, the tail landing gear being a bogie balancer and comprising at least two wheels, the landing gear system being further equipped with a hybrid braking system comprising at least one friction brake and at least one auxiliary brake providing energy dissipation by means other than friction, at least one of the wheels of the tail landing gear being equipped only with one or more auxiliary brakes and at least one of the wheels of the tail landing gear being equipped only with one or more friction brakes, all the wheels of the tail landing gear being equipped with at least one auxiliary brake or one friction brake. Aircraft equipped with such a landing gear system. FIGURE OF THE ABSTRACT: Fig.1

The invention provides an air-ground combined mobile robot which comprises a flying module, a ground moving module, a platform rack and a control system, the flying module is fixedly connected to one end of the platform rack, and the ground moving module is fixedly connected to the other end of the platform rack; the flight module comprises a multi-rotor structure, and the ground moving module has an advancing mode and a crossing mode; the control system comprises a master controller, a flight control system, a land motion control system, a sensor system and a power supply system, and adopts a master-slave control mode; a multi-rotor structure, a ground moving module with wheel type advancing and foot type obstacle crossing capabilities and a unified control system are highly integrated on a platform rack to form a real single-body land-air amphibious robot, the problems of complexity and reliability of multi-system collaboration are solved, all core function modules are clear in design, interfaces are clear, and the cost is low. And maintenance and upgrading are facilitated.

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.

The present invention relates to a trolley-type landing gear with a retractable rotating frame, comprising a strut buffer, a frame, wheels, shock absorber cylinders, a double parallelogram mechanism, a retractable actuator cylinder, and a strut coordination rod; the frame is equipped with wheels at the front and rear. By utilizing the inherent characteristics of the motion adder of the double parallelogram mechanism, the present invention isolates the translational and rotational motions of the frame from each other, so that the translational motion of the frame only drives the strut buffers, and the rotational motion of the frame only drives the shock absorbers. The rigid body rotation of the frame is transmitted to the shock absorber via the double parallelogram mechanism and does not affect the strut buffer. In other words, the shock absorber not only performs the function of shock absorption but also performs the function of retracting and extending the landing gear, achieving both functions using a single mechanism.

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.

Retaining element (20) comprising elastic support elements configured to secure rotating assembly members (4). Aircraft landing gear wheel equipped with such a retaining element (20). Method for manufacturing such a retaining element (20). Figure for the abstract: Fig. 2

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 application belongs to the technical field of aircrafts, and specifically discloses a vertical take-off and landing aircraft landing system, a control method and an aircraft. The vertical take-off and landing aircraft landing system comprises a landing mechanism, an energy absorption mechanism and a braking mechanism. The landing mechanism comprises a frame, a support frame and a wheel arranged at the lower end of the support frame. The energy absorption mechanism is arranged on the frame and is used for absorbing kinetic energy when the support frame is turned outwards. The braking mechanism is used for adjusting the braking force of the wheel to adjust the turning-out amplitude of the support frame. When the aircraft lands, the braking mechanism actively adjusts the friction coefficient between the landing gear and the ground to adjust the size of the friction work of the landing gear and the work of the energy absorption system of the landing gear, thereby reducing the vertical acceleration of the fuselage of the aircraft, further reducing the fuselage load, reducing the risk of plastic deformation and damage of the fuselage and airborne equipment, reducing the load transmitted to the passengers, improving the safety and reliability of the whole machine, ensuring the safe landing of the aircraft, and reducing the risk of damage of the aircraft due to hard landing.

This invention discloses a landing gear and an aircraft, relating to the field of aircraft structural components. The landing gear includes a nose landing gear and two main landing gears. The nose landing gear is located at the front of the fuselage and includes a nose wheel and a nose shock strut. One end of the nose shock strut is connected to the fuselage and located inside the fuselage, while the other end extends outside the fuselage and is elastically connected to the nose wheel. The two main landing gears are respectively located on opposite sides of the fuselage. Each main landing gear includes a rocker arm, a main shock absorber, and a main wheel. The rocker arm has a hinged end and a free end, respectively. The hinged end is hinged to the inside of the fuselage so that the rocker arm can only swing along the aircraft's heading. The free end is connected to the main wheel. This invention incorporates part of the nose landing gear structure inside the fuselage and directly hinges the rocker arms of the main landing gear to the fuselage, reducing the overall frontal area of ​​the landing gear, decreasing the aerodynamic drag and overall weight of the aircraft, thereby improving the overall performance and range of the aircraft.

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 heat shield for a wheel assembly may comprise a plurality of heat shield segments and a plurality of heat shield retainers 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.

A rotorcraft comprising a fuselage (2) forming at least one lower lateral fuselage compartment (2c) with at least a first fitting (10a), a second fitting (11c), and a third fitting (11d); and at least one non-retractable wheel-type landing gear (8) that comprises: at least one wheel (8a); a shock absorber (8b) with a shock absorber tube (8c) having an open end (8g) and an axially opposed closed end (8f), and a shock absorber rod (8d) telescopically mounted to the shock absorber tube via the open end; a first fixation (8p) provided close to the open end on the shock absorber tube and connected to the first fitting; a second fixation (8e) provided close to the closed end on the shock absorber tube and connected to the second fitting; and a third fixation (8i) provided close to the closed end on the shock absorber tube and connected to the third fitting.

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.

A wheel for an aircraft including a first annular half-rim, a first hub coaxial with the first half-rim, and a first disc connecting the first hub to the first half-rim, the first half-rim including a first radially outwardly projecting collar for interacting with a tire. The wheel includes a sleeve formed as a single piece with the first half-rim, the first disc and the first hub to form a first one-piece first half-wheel, and the sleeve extends coaxially with the first half-rim, has an outer surface extending at a distance from an inner surface of the first half-rim, has an end projecting axially from the first half-rim on the opposite side to the first disc, and is provided internally with internal ribs intended for rotatably connecting the wheel to at least one brake rotor disc housed between the sleeve and the first hub.

An attachment assembly for connection two panels of a heat shield assembly, the attachment assembly comprising: a first attachment feature (170a) to be provided, in use, extending from a first edge (60a) of a first panel (60) of the heat shield and a second attachment feature (170b) to be provided, in use, on and to extend from a second edge (60b) of a second panel (60') to be attached to the first panel; wherein the first attachment feature (170a) comprises a tab portion (171a) extending from a first end (172a) attached, in use to the first edge of the first panel, a bend (173a) at the other end of the tab portion, and a hook portion (174a) extending from the bend (173a) in a direction generally circumferentially towards the first end (172a) but at an angle to the tab portion (171a), and wherein the second attachment feature (170b) comprises a tab portion (171b) extending from a first end (172b) attached, in use, to the second edge of the second panel, and a U-shaped hook portion (173b) defined by a first leg (174b) extending from a second end (175b) of the tab portion (171b) generally circumferentially away from and at an angle to the tab portion (171b), and a second leg (175b) extending back up towards the second end of the tab portion but defining a hook receptacle (176b) between the first and second legs, the hook receptacle arranged to receive the hook portion (174a) when the first and second attachment features are brought into engagement by sliding the hook portion (174a) into the hook receptacle of the second attachment feature.

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.